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FlectriG Railway Review

FORMERLY THE STREET RAILWAY REVIEW.
PUBLISHED EVERY SATURDAY. THE WILSON COMPANY, CHICAGO.

Harrison Street, Chicago v VTV .... ,_ K Subscription: Domestic .

Na-au Street. New York ^ui^A^rt I A >mi a r->w . , „~^ Whole No.

1629 Williamson Bids;.. Cleveland

N0.1 CHICAGO, JANUARY 4, 1908

Electric railway employes who wish to get the greatest good
from their work in the New Year should surely

Buy Read Study

The Motorman
and His Duties

By following this plan each will secure in-
timate knowledge of the principles govern-
ing the operation of electric railway cars.

This book explains in simple language, devoid of mathematics and
technicalities, many points not generally understood by the average
employe who has to do with the operation or care of electric railway roll-
ing stock. Such knowledge cannot fail to make his services more valu-
able to his company and more satisfactory to himself, and it will also
better fit him for promotion.

The revised, enlarged and improved sixth edition is now ready. Two
hundred pages; 138 illustrations; three folding sheets of multiple-unit
wiring diagrams; cloth binding. Price, $1.50 per copy, prepaid.

Send your address on a postal for a pamphlet of sample pages, etc.
r T , \_ T17*l i~* 160 Harrison Street

lhe Wilson Company Chicago, u. s. a.

Alphabetical List of Advertisers, Page 4. Advertisers' Classified Directory, Pages 4-6*10.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

For

Electric Railway Service

possess distinctively new and improved
features which invite the careful con-
sideration of progressive railway men.

They have attained an enviable dis-
tinction as the standard of efficiency,
reliability and simplicity. The careful
design and construction of the com-
ponent parts of the apparatus make
" National Air Brakes " the most effi-
cient, compact and serviceable brakes
for modern traction service at a mini-
mum of expense for operation and
maintenance.

Diagram of National Straight Air
Brake Equipment

Bulletins on any or all of the
apparatus sent upon request.

Wk$mb&i*&m* U« Bl Jk*

NEW YORK: 111 Broadway
PHILADELPHIA: Land Title Building
BOSTON: F. E. Huntress, 131 State Street

General Sales Office DENVER: Hendrie & Bol(hoff Co

519 First National Bank Buildind SAN FRANCISCO. CAL.: w. F. McKENNY

526 Mission Street
CHICAGO LONDON: 14 Great Smith St., Westminster

Ftectric Railway Review

FORMERLY THE STREET RAILWAY REVIEW

VOLUME XIX

January 1 to May 31, 1908

THE WILSON COMPANY

160 Harrison Street

Chicago

>l. \<\

GENERAL INDEX

Uirora Elgin & Chicago Railroad
i '■■Hi ral Illinois Tractl !o Neai

' 'ii.ii le: '■ , 305

I (etroll Jai ks S Chicago Railwa

Fpsilanti

idulenl i '[.urn- in Bal i I

Indian < ' i: ... I .... L8S,

intci-borough Rapid Transit Co

Metropolitan West Side El

(Chi. ,■■■■■

New \ ork i 'itj I >ui ing April, 1908.

Philadi Iphla Rapid Transit Co

' Intario, < Canada, I (uring 190'

rn \ ention of, Boston Ele\ ated Rail-

X-. L86,

Qui bei Briil t:i' I masM. Repot i on

Rei 'in 23, 52, 21 .. 275,

Reduction of in ( nriaha ;

South Sid. Elevated Railroad (Chi-

\. . Idents. See Also < Maims.

Accomac Power & Traction Co Track

and Roadway 55,

Recounting —
i !entral Electric \ counting Confer-

.ii. e 142, is:.. 211, 275, IT::.

1 'eproeiat inn f

By C. V Duffs

By Daniel Royse

Cardiff Properties

International Traction Co., Buffalo..,

Steam Plant

— Government Supervision .>f Railway
A... .nuts. By Henry ('. Adams...
— Interstate Commerce Commission Sta-
tistics and Accounts. Bv C. L.

Wight

Interstate Commerce Commission Sys-
tem —
Abbreviated Classification of Operat-
ing Expenses : :: 1.

Action by Ohio Commission

Co-operation of Interstate and State

Com missions

— Electrical and Gas Corporations

Indiana ami i Hiio Lines

Michigan Railn.a.l Commission Will

Not Adopt

New Hampshire Railroad Commis-
sion's Attitude

Petition on Behalf of New York State

Association

Resolutions of New York State Asso-
ciation

Revision of Classification ..!" Operat-
ing Expenses :i:i ),

Tentative Classification of Operating
Expenses. . .266. 299. ,347, 349, 351. 1
Replies to Circular No. 20.t374, 375,
177, 379, 108, 409, 119, II.'. I ! I.
(71. 171. :,i::. ;:.2::. 525. 558, 572,
Monthlj Coal statement. United Rail-
ways & Electric Co. Of Baltimore.'
t Between Banket- and Engi-
ne, r 452, i

Uniform System foi Electrl. Lighting

i lompanies

Henry C, Government Supervi-
sion of Railwa: Accounts

Adams, P. O., Rail & Safetj Appli:

Adan

i'.i.

Westlake Co

\dr t & Co

Advertising

\ Means for TrafBi I '•■-. elopmenl

Aurora Elgin iX- Chicago Railroad

Chicago Railways

Conestoga Traction Companj Methods. 1

Illinois Traction Sj stein

Indiana Union Tiaetimi i !o.

Inland Empire S\ stem. Methods

Portland Railwa> Light .x- Power Co..
■ ii. .ii ..t Traffic. By c. F Price.

Station Service

United Railways & Ele trie Co. of
Baltimore 393, 128, 131, 515,

Vali i

Africa. Long-Distance Transmissi...
\ii Brakes

Vnt atie. Valve Interlock

National, for Chi. ago Railw tys Co
\ir Compressors —

National Type

Wfestinghouse, For Pumping.

' :. bama Railwaj ,x Electi ii Co

orpoi ated

:.... i way 581,

.\ n. an | S 1 1 a. ]■ nn Railroad

Financial

Power Plant 310

AM. an> Street Railwa; . Ti a. k and Road-
waj

\ 1 1 . i , i 1 1 1 1 ■ 1 1 1 . i . ii Railwa: Trai

Roadwa r,r,.

Alexanderson, E. !•' . Single-Phasi Rail-
waj MotOl «78, B4, 85,

Mien. ' '. I .noun-.. Practical Vii

Ti ucks foi i '.!■■■ trli \i

1 ■ '■■

. .30, 157. 165, 226,

MOtOl I > I i X .ii TOOl ' rl ill. ler >

Sci ew Pump

Alton Granite & St I Trai Co.,

Effei i ni -' ' lent

I-'. i I,. tin

Alton St. Louis >X- Cairo Railroad, Incor-
porated

A ni.-ii illn, Tex., Electric 1 line i (pern I

Amarillo Street Railway, Semi-Steel Cars
\inei i. ,,n Architect

American Blowei Co

Ventilation of New Fork Central Powei
Stations *

American Brake Shoe ,x Foundrj I !o.3 13,

—New Foundry at Chattanooga *

American Bridge Co

American Car & Foundry Co. 343

— Cars, Northwestern Elevated Railroad.*

American Car Co., Orders 552,

American Cities Railway & Light Co.
(New York), Dividends

American Equipment Co

American Institute of Electrical Engi-
neers 23. 52. 84. :>i. 92, 12\ 159.

IN.".. 186, 219, 245, 275, 276, 306, 332.
334. 394, 129, 186, 1x7. 545, 546, 579,

American Korean Electric Co.. Bonus
System

American Light i<- Traction Co.. Finan-
cial 164,

American Light Heat & Traction Co.,
Financial

American Locomotive Co

29. 611. 165, 400, 435,

American National Corporation

American Railway Appliances Co

American Railway Insurance Co

American Railways Co. —

— Dividends

—Earnings 98, 225. 466, 519,

American Society for Testing Materials..

American Society of Mechanical Engi-
neers 159. 306, 516. 546,

American Steel Foundries

American Telephone & Telegraph Co. 435,

Americus Railway & Light Co. —

— Power Plant

— Track and Roadway 25,

Amusement Parks. See Parks.

Anderson, Ind . Indiana Union Traction
Co., Repair Shops ,64. *67,

Anderson & Athens Electric Railway,
Track and Roadway.

Anderson Traction Co., Financial. 340, 466,

Annapolis. Md.. Track and Roadway....

Anniston Electric ,x- Gas Co.. Track and
Roadway

Arc Lamps for Lighting ' 'at Interim s
1318

Archbold-P.rtnlv Co

Ardmore Traction I '..

—Rolling Stock

— Track and Roadway 188, 366,

Rrgenta Railway, Track and Roadway..

Arizona Southern Railway, Incorporated.

Arkansas Vallej Traction Co., Ti icl ind
l toadway

Armature Rearing. Jig for *

Armature I loxes, I [and Lai he «

Armature Disc Notcher, Ferracute

Armature Repair simp Methods *

Armature stands »

A rm::i in. Truck *

Armstrong. Albei I n Heai i tri>
Tra ' i inn

Am. as. Alexander. Rolling Stock

Arnol I, Bio

Ri lew York Sub-
way

-Report on New STork Subwaj Cars....

Signal and Interlocking System, New
York Subway

Ashenfelter, n. M., Some Useful Shop

!■

Ash.

.hemes

ml!.- ,X- I lender

tid Road

ille Railroad.

Ashtabula I
140 and Roadwa

368

American G

396 — Goven m Supervision ol Railway

Vc in By H. C. Adam . .'. 43

396 —A ;,,,,!

M ai n 1 1
86 - '

way —

L03 X- ■ ounl Ing Cin ulai ' ■ lla

lii.il ion Of i i|i. i.il in" Ex p.-nsns. . . .
664

136 i lulletins 245 660

284 — I : • i nn ... ting 179

M ' hip Pamphlet . 173

Standing ' '.mmnt tecs

76 Statistii al Buret f Infoi

American si n et and Intei ui ban Rail-
517 way Accountants' —

52 E xi eutivi Committei Meetin lxn

•61 — American Street and Interurban Rail
610 way i 'laim Agents' —

610 Executive Committee Meeting ixn

Standing Committees :i;,x

'494 Index Bureaus 295

552 — American street and Interurban Rall-
346 way Engineering —

552 Executive Committee Meeting. ... 127. lxrt

435 Standardization Committee —

500 Asks Data on Cars *G41

664 Meeting 590,615

Standing Committees 325

370 — American Street anil Inteiurban Rail-

60 way Manufacturers' 343

— American Street and Interurban Rail-
way Transportation and Traffic —
Organization of f63. 65. 127, 143, 179

632 Standing Committees 358

— American Supply and Machinery Manu-

217 facturers' 435

— Australasian Tramway Officers' Asso-

369 ciation Organized 181

— Canadian Electrical 394

RSf — Central Electric Accounting Conference

142, 1S5. 211, 275. 473, 513

c, n — Central Electric Railwav

qq 3S. 325. 362. 379. 516. 596, 645

fi 2j Annual Meeting 92, »106

.'.!' -Classification of Operating Expenses.

Resolutions Concerning 379

,- n Standing Committees 237

««■! —Central Electric Traffic 362

?£'* Organization of tl, 13, tlOl, 108, 186

Fitehburg & Leominster Street Rail-

-,_ way Relief 504

2$ — Ft. Wayne & Wabash Vallev Traction
2?n c '°-. Employes' Mutual Benefit As-

ni sociation 647

,,„ — Fox River Valley Railway & Lighting.

,00 391. 545

— Georgia Railway & Electric Employes' 334
Grand Rapids Electrical Show Associa-
te tion 193

— Iowa Electrical 504

.,. — Iowa Street and Interurban Railwav... 4Nfi

,'■' Annual Meeting 242, 503

:,.,- —Michigan Electric 46o

sil — Missouri Ele. .trie Light, lias and Street

Railway 275, 516

■sus. — National Electric Light 528

Uniform System of Accounting for

.;:'■• Electric Lighting Companies..

371 — Northwestern Electrical 77

Annual Meeting 12s

:! 'l —Officers' anil Empl.i\os' Ass.., iali.ui. Ft.

633 Wayne & Wabash Valley Traction

188 . ,, 21-

633 — Ohio Electric Railway Beneficial.

—Oklahoma Electric Light. Railwav and

-; 1 Gas 657

388 — Pennsylvania Street Railway, Uniform

109 \ turn Si stem x;

401 — Railway Signal . 23

565 — Southwestern Electrical and Gas

1S3 Convention 597

360 Question Box

— Street Railway Association ol State of

358 New York 306,

192 —Brief on A.-.. muting Scheme Submit-

ted to I'li.ii. Service Commission,

Second I ijstt i.-t 591

654 Interurban Rules 91

Resolut urns 1 '..ni. -iniiig Tentative
262 Classification

—Technical Publicity 586

355 Atha Steel Casting Co 167

i;.-. us for Electric Traveling Cranes .... »522
..:'•:: Athens. La., Track und Roadway 188

Athens & Anders. .11 Ele. trie Railway,
Bit Track ..n.l Roadway 366

"An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial

207655

ELECTRIC RAILWAY REVIEW

Athens Electric Railway —

— Dividends 59

— Power Plant 339

Atlanta. Ga.—

— Track and Roadway 25

— Fare Cases 308

Atlanta & Carolina Construction Co.,

Track and Roadway. ..221, 308. 431. 488
Atlanta & Carolina Railway. Track and

Roadway 337

Atlanta Norcross & Gainesville Electric

Railway. Track and Roadway .. .94, 247
Atlanta Northern Railway. Fare Reduc-
tion 25, 308, 336. 365

Atlantic City & Shore Railroad, Ticket

Methods

Auburn & Northern Electric Railroad —

—Rolling Stock 552

— Track and Roadway 3

Auburn & Turner Railroad. Track and

Roadway 5 1 7

Augusta & Columbia Railway. Track and

Roadway 337. 396

Augusta-Aiken Railwav & Electric Co..

, Financial 583

Aurora, Mo., Track and Roadway 25

Aurora Elgin & Chicago Railroad-

— Accident Near Maywood 459

— Advertising Methods *14

—Cars «178

—Dividends 28, 434

—Earnings 164, 250, 584, 663

Milk Traffic »296

—Rolling Stuck 250, 664

—Substation 637

— Whitening Shop Floors with Lime *474

Austin & Lockhart Interurban Railwav.

Track and Roadway 1 fi 2

Baker. William C. Heating & Supply Co..

Hot Water Heaters 166

Balaguer. Pinckney J.. Classification of

Operating Expenses 408

Baldwin Locomotive Works —
— Electric Locomotives for Chicago Sub-
ways *495

— Electric Motor and Trailer Trucks. .. ,*382

— Truck with New Motor Suspension *470

Baltimore. Md. —

— Unite! Railways & Electric Co. —

Accident Frauds 42S, 451

Car Defect Report *272

Car House at. Electric Park *232

Cars. Crane *658

Employment of Trainmen 515

Monthly Coal Statement *391

Overcapitalization t524

Public Relations. 91. 276, f285, 362. 393. 578

Repair Shop Records *526

Repair Work Record *327

Transfer Methods *299

Baltimore & North Branch Railway. In-
corporated 366

Baltimore & Pennsylvania Railway *

Power Co.. Incorporated 220

Baltimore & Washington Transit Co..

Track and Roadway 366

Bangor Railway & Electric Co.. Divi-
dends 2S. 399

Banker. Relation with the Engineer. By

J. C Kelsev 452. 1472

Barnard, B. S., & Co 98

Barnes, G. H. Hardwood Lumber Co. ... 227

Barnev & Smith Car Co 520

Barstow. W. S.. &Co : 193

Bartlesville Interurban Railway, Track

and Roadway 337

Bavlv Manufacturing Co 29

Bavou Teche Railway & Light Co.,

Track and Roadway 95. 247

Bear Lake Electric Light & Power Co.,

Power Plant 549

Beaver Falls & Koppel Electric Railway.

Pittsburg, Pa.. Track and Roadway 95
Beaver Union Traction Reorganiza-
tion 127. 158

—Financial 191. 249.

280. 311. 340. 369, 434. 466. 492. 519. 609
—Rolling Stock.... 250. 313. 371. 400, 493. 520

— Strike Threatened 603, 631

— Through Routes 325

—Track and Roadway 338. 462, al <

— Trainmen Ask Wage Increase 545

Chicago South Bend & Northern Indiana
Railway —

— Power Plant 222

—Rolling Stock 585

—Track anil Roadway 221. 277. 366, 661

— Useful Shop Schemes *533

Chicago to New York by Trolley 428

Chicago Union Traction Co. —

—Financial 97. 609

— New Depot Route 52

Chippewa Valley Electric Railroad, Roll-
ing Stock 134

Chippewa Valley Railway Light & Power

Co., Rolling Stock 400

Choctaw Railway & Lighting Co.—

— Interurban Cars ..»422

—Roiling Stock 134. 493.552

Cincinnati. O., Track and Roadway 606

Cincinnati Car Co. —

—Orders 226. 342. 552. 585. 610. 664

—Pay-As- You-Enter Car. Semi-Steel *423

— Pay-As- You-Enter Cars. Newark. N. J.*213
Cincinnati Madison .v.- Western Traction

Co., Incorporated 188

Cincinnati Newport At Covington Light
& Traction Co., Dividends

Cincinnati Northern Traction Co. —
-Limited Service Between Cincinnati and

I >aj ton 129

Power Plant

— Track and Roadway 55

Cincinnati Street Railway. Dividends..

Cincinnati Traction Co., Substation 490

Cincinnati Wilmington & Xenia Traction

Co., Incorporated 488

Citizens' Electric Co., Financial 191

Citizens' Electric Streel Railway. Divi-
dends 2S

Citizens' Light & Transit Co,, Track and

Roadway 606

Citizens' Traction Co.. Dividends 636

City & Elm Grove Railroad. Power Plant 5 19
City & Suburban Electric Railway, Track

and Roadway 55

Claim Investigator, Successful Qualifica-
tions of 136, 14*. 475. 536, 567

City Railwaj-. Dayton, i ).. Dividends. .28. 466
Claims —

— Index Bureau 295

—Methods of Handling. By Arthur W.

Gross 512

Clark Manufacturing Co 9S

— Lightning Arrester *46S

Clark. H. P.— .„„„

— Practical Motor Coil .Making *627

— Practical Shop Hints *238

Clarkston. Wash., Track and Roadway.. 25
Cleveland, O.— ■' „„„

—Strike. Municipal Traction Co.. 5, 8. 63". 660

—Three-Cent Fares ^523, t587

Valuation and Merger of Railways...

90, 127. 149. 158,

185, 21S, 1230, 244, 274. 305. 362. 393,
428, 459, 486, 515. t523, 537. t588, 604
Cleveland & Indianapolis Interurban Rail-
way, Track and Roadway 462

Cleveland Alliance & Mahoning Valley
Railway. Cleveland, O.. Track and

Roadway 95

Cleveland Brookhn & Elyria Railway.

Track and Roadway 431. 606

Cleveland Electric Railway —

— Financial • 133. 280

— Pav-As-You-Enter Cars *424

Columbus Canton & Eastern Transit Co.,

Incorporated 605

Cleveland Painesville & Eastern Rail-
road —

— Annual Report : ".". 169

— Contest for Trademark Design 395

— Effect of 2-Cent Steam Railway Fare

on Traffic 76

Cleveland Southwestern & Columbus

Railway —
—Effect of 2-Cenl Steam Railway Fare

on Traffic 75

—Financial 224, 280

—Substations • • • 662

— Track and Roadway 24 1 . 661

Clubs—

—Employes'. Illinois Traction System... 114

— Engineers', of Philadelphia 186. 54n

— Machinery, of New York 631

—New England Street Railway 384, 632

—New York Railroad 389. 5i9

— Railroad, of New York 631

— Suburban Railway ■ 275

Coal—

— Purchase of i -29

—Weathering of 245

— Tests 53

Cochise County Electric Railroad, Incor-
porated 580

Colburn. R. D. Hand Lathe for Arma-
ture Boxes *409

Cole. Adam, Trolley Wheels, Harps and

Poles *385

Columbia & Walla Walla Traction Co.,

Track and Roadway 488

Columbia Electric Street Railway Light

& Power Co.. Power Plant 549

Columbus. Miss.. Track and Roadway 130

Columbus Electric Co.. Earnings. 133. 342. 609
Columbus Delaware & Marion Railway —

— Financial 311

— Track and Roadway 162. 51 •

Columbus Magnetic Springs & Northern

Railway —
— Effect of 2-Cent Steam Railway Fares
on Interurban Electric Railway

Traffic 124

Columbus Newark & Zanesville Electric-
Railway. Dividends 28.434

Columbus Railway. Dividends

98, 25". 5S5. 636

Columbus Railway & Light Co. —

— Car House 134

—Dividends 192, 466

— Financial 191

— Trail Car Operations ^374

Columbus Street Railway & Light '',,.

Track and Roadway 308

Columbus Urbana & Western Electric

Railway. Rolling Stock 400. 435

Commissions, Railroad —
— Illinois —

Annual Report .-.- 328

— Indiana —

Accident Reports 185. 603

•An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

Bureau of Inspection 109

Inspection of Interlocking Devices Re-
quired 52

Interchange of Traffic Between Steam

and Interurban Roads 128

Interurban Mileage 18

Investigation of Operating Condi-
tions 90

Low Rate to Amusement Park Not

Discriminative 25

Meeting with Operating Officials of

Electric Railways 235, t255. .106

Train Operation and Maintenance of

Way Rules 394

Uniform System of Filing Tariffs... 16n

— Massachusetts —

Annual Report 39

Maintaining Schedules at Charles-

town. Mass 633

Springfield. Mass., Fares 219

— Michigan 307

Use of Steam Cars by Michigan

United Railways 516

Will Not Adopt Accounting System of

Interstate Commerce Commission.. 439
— Minnesota —

Jurisdiction over Electric Roads.... 276

— New Hampshire —

Classification of Operating Expenses. 474

— New York Public Service Commission,
First District —

Brakes and Fenders, Plans for 540

Chart, Interborough - Metropolitan

System *294

Coney Island Fare Case 516

Fares 307

Ranid Transit Law. Proposed

Changes 91

Report for Six Months Ended De-
cember 31, 1907 104

Service Investigation

25. 333. 430. 516. 632. 659

Subway —

Capacity of, Arnold Report 654

Cars, Arnold Report t225. *262

New Route Recommended *19, 52

Plans t471

Signals. Arnold Report 355

Work of 274, 459

— New York Public Service Commission.
Second District —

Annual Report 126

Brief on Accounting Scheme Sub-
mitted by New York State Associa-
tion 591

Fares 307

Long Island Fare Case 335

Reduced Fares for Students 160

Service Orders 632

—Ohio—

Action Concerning Classification of

Accounts 588

— Pennsylvania —

Personnel 128

— Public Service Commission for Chi-
cago Proposed 90

— Wisconsin —

Bond Issue of Southern Wisconsin

Railway Approved 45

Commutators. Repairing of *183

Concord Maynard & Hudson Street Rail-
way —

—Fares : 237. 307

— Financial 133. 609

Concrete —

— Materials. Selection of 385

— Reinforced —

Failures of \ 461

In Electric Railway Work. Bv N. M.

Stark 511

Tests 364

—Surface Finish. By M. C. Tuttle 265

—Track Foundation. By H. L. Weber.. *121
Conestoga Traction Co. —

— Advertising Methods *327

— Car Houses 664

— Fare Receipts, Prizes for Retaining. .. .*268

•Track and Roadway 462, 517

Coney Island & Brooklyn Railroad —

— Financial 280, 519

—Power Plant 96. 310

— Substations 131

i Jonnectieut Co. — •

—Power Plant 368

— Track and Roadwav

188, 338, 397, 131, 548, 581

Connecticut Railwa3 & Lighting Co. —

— Cor Houses 400

—Dividends 192, 585

Connecticut Valley Street Railway—

— Car Houses 467

— Fares Increased 430

— Rolling Stock 552

Consolidated Car-Heating Co 60

Consolidated Railways Light & Power
Co., Method of Making Motor Con-
nections *273

Consolidated Traction Co., Dividends 28

Construction —

— Boise & Interurban Railway 320

— Car House. International Railway *476

— Car House. United Railways & Electric

i', i. (Baltimor..). at Kleotric Park. ,*232

— Chicago & Southern Traction Co "352

— Engineering Features, Washington

Street Tunnel, Boston 655

-Indianapolis Crawfordsville & Western

Traction Co *617

-Kokomo Marion & Western Traction

Co.

— New Mileage in Indiana 123

— New York New Haven & Hartford
Railroad, New York-Port Chester

Electric Line 44

— Oregon Electric Railway t255, *258

— Power Plant, Central Pennsylvania

Traction Co *455

— Repair Shops, York Railways Co *440

— South Side Elevated Railroad (Chicago),

Extensions and Improvements *269

— Steam Railroad. During 1907 17

— Steubenville & East Liverpool Rail-
way & Light Co 291

— Syracuse Lake Shore & Northern Rail-
road *174

— T-Rail. Bv Mark Lo wd *598

—Track, in 1907 t3

Conveyor, Dirt, San Francisco Oakland

& San Jose Railway *82

Cook. C. Lee, Manufacturing Co 226

Coos Bay Gas & Electric Co., Track and

Roadway 488

Coquille Valley Power Co., Power Plant.. 490
Corsioana-Palestine Interurban Railway.

Track and Roadway 367

Coupler, Automatic, Gibbs *391

Coupling, Hendershot *195

Crafts, P. P., Handling Fares on Interur-
ban Railways *504

Crane Co., Pipe Threading and Cutting

Machine *638

Cranes —

— Electric Pillar. Northern Engineering

Works *196

— Jib Type. Oakland Traction Co *457

Creosotes. Grading of +555

Crocker- Wheeler Co 371. 493, 637

Crookston. Minn., Power Plant 549

Crown Point. Ind.. Track and Roadway. 581
Cumberland Valley Railroad. Rolling

Stock 165

Curtain Supply Co 552

— Closed Groove Ring Fixture *314

Curtis Motor Truck Co., Orders 225

Dallas, Tex.. Track and Roadwav 462

Dallas Consolidated Electric Street Rail-
way, Track and Roadway 277

Dallas Electric Corporation. Earnings.... 133
Dallas Electric Corporation and Subsid-
iary Companies, Earnings 342, 584

Dallas Interurban Electric Railway,

Track and Roadway 247. 548

Danburv & Bethel Street Railway. Finan-
cial 609

Danville Car Co 60. 520

—Orders 60, 165. 281, 342. 371. 400

— Semi-Steel Cars. Amarillo Street Rail-
way *61

— Semi-Steel Cars for Mexico *100

Dartmouth & Westport Street Railway,

Dividends 585

Davenport & Manchester Interurban Rail-
way. Track and Roadway 462. 488

Davton & Troy Electric Railway —

— Effect of 2-Cent Steam Railway Fare

on Traffic 76

Dayton & Xenia Transit Co.. Financial.. 369
Dayton Covington & Piqua Traction Co.,

Hand Lathe for Armature Boxes... *409
Davton Street Railway —

— Rolling Stock 493

— Track and Roadway 308

Dearborn Drug & Chemical Works 251

Decatur, Ind., Track and Roadway 396

Dedham Franklin Medfield & Medway

Street Railway, Fares 307

DeKalh-Sycamore & Interurban Traction
Co., Effect of 2-Cent Steam Rail-
way Fare on Traffic 75

Delaware i*;- Atlantic City Railroad.

Financial 434

Delaware & Hudson Co. —

—Electric Railways *483

— Financial 369

—Motor Car *110

Delaware Marion Ml Gilead Mt. Vernon
Newark & Southern Coal Tramway

Co., Track and Roadway 55

Delaware River & Atlantic City Railroad.

Financial 311, 341. 399

Delaware Subway Railwav Co 332

Denneen, Francis S.. Insulation of High-

Tension Transmission Lines *64S

I lenver <£- Interurban Railroad —

— Car House 281, ?.12

— Rolling Stock 60. 192. 225

-Track and Roadwav

25, 188, 221, 367, 462. 54S

Denver City Tramway Co. —

— Financial 133

— Improvements During 1907 42

— Track and Roadway 634

—Trail Car Operation t374

Deppe. W. P.. Possibilities of Electric

Railways 381

Depreciation. See Accounting.
Des Moines, la. —

— Franchise Case 91. 275

— Track and Roadway 188

Des Moines & Sioux City Railway. Track

and Roadway 247. 548

Des Moines City Railway —

—Financial 311

—Owl Car Service 54, 220

— Pay-As-You-Enter Cars 572

—Power Plant 248

-Rolling Stock 520

— Track and Roadwav 338

—Wages 159. 276. 334

Des Moines Interurban Railway, Re-
trenches 159

Des Moines Winterset & Creston Electric-
Railway, Track and Road Wav. .247. 33S
Detroit Flint & Saginaw Railway. Finan-
cial 636

Detroit Jackson & Chicago Railway. Ac-
cident at Ypsilanti 546

Detroit United Railway —

— Annual Report 199

— Earnings 636

— Effect of 2-Cent Steam Railwav Fare

on Traffic 76

—Financial 191, 434

— Injunction Against Fare Ordinance Dis-
solved 305

—T-Rail 48, +63

— Three-Cent Fare 332, 459

— Ventilation of Cars 181

Diamond State Rapid Transit Co. —

—Rolling Stock 520

—Track and Roadway 462. 517

Dickinson .t Southern Railway, Track

and Roadway 221

Dielectric Manufacturing Co 520

Discipline —

— Employment of Trainmen. Metropolitan
West Side Elevated Railway, Chi-
cago 449

— Bonus Svstem, American Korean Elec-
tric Co 217

—Merit Svstem. Ft. Wayne & Wabash

Valley Traction Co fl97, 215. 653

— Relations with Employes 1167

Dispatching. Telegraph Signal Svstem.

Bv C. P. Button *117

Doble. Robert McF.. Hydro-Electric

Power Development 226

Donora & Eldora Street Railway, Track

and Roadway 221, 548

Doors —

— Kinnear 166

— Reversible Rolling. Erwood *344

Dossert & Co 60. 165. 251, 282, 343. 403

— Connectors *226

Drake's Branch. Va.. Track and Road-
wav 5S1

Dressel Railway Lamp Works 493

Drouve, G.. Co 226

Dry Dock East Broadway & Battery

Railroad. Rolling Stock 281

Duffy. C. N.—

— Classification of Operating Expenses.. 419

— Depreciation 83

iMiluth Street Railwav —

— Earnings 192. 584

—Office Building *456

—Shelter Stations »292

Duluth-Superior Traction Co.. Dividends

59, 466

Dunnv'lle Wellandport & Beamsville
Electric Railwav, Track and Road-
wav 309. 338

i Hvyer, Dennis. Public Taxation 119

Earll. Charles I.. Trolley Retriever 135

Earnings —

— Electric Railways During Financial

Depression 1405

Statistics for 194 Lines During 1907 483

East St. Louis & Surburban Co. —

— Dividends 9S. 519

-Passenger Duplex Hat Checks *456

East Shore & Suburban Railwav. Power

Plant 163

Eastern Pennsylvania Railway. Track

and Roadway 338

Eastern Railway Construction Co.. Track

and Roadway 338

Eastern Wisconsin Railway cV Lii'ht Co.,

Effect of °-Cent Steam Railway

Fares on Traffic 124

Easton Transit Co., Track and Roadway 489

Economizer. Profit from 344

Edgefield .V- Augusta Electric Railwav.

Track and Roadwav 634

Edmonton Street Railway, Track and

Roadwav 548

Education Address of H. H. Norris at

Purdue University 173

Edwards. O. M., Co.. Compression Sash

Fixture *345

Eldorado Springs Tiffin Monegaw Springs

£- Lowry city Railroad, Track and

Roadway 55

Electric Cable Co 193.343

Electric Express Co 94

Electric Railway Review, Consolidation

with Street Railwav Journal +587

Electric Railway Service in Central

States. By H. A. Nicholl 113

Electric Railways —

—And the General Public. By E. B.

Grimes 118

— Experimental Trip. New York to Chi-
cago +101

—Future of the Interurban Road +286

*An asterisk

ates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

— Jurisdiction of Interstate Commerce

I'linimissi'iii 77

—Possibilities of. By W. I'. Deppe 3S1

—Report of Michigan Commission of

Labor 603

-Under Federal Jurisdiction t63

United States Census 535

Electric Service Supplies Co.. Grip Nut.*227

Electric Shocks 378

Electric Storage Battery Co 29,435

Electric Traction, Heavy. By A. H.

Armstrong 358

Electric Traction Supply Co 251

Electrical Exposition, international 52

i ■!, . 1 1 Machinery, Severe Tests. Gen-
eral Electric 346

Electi leal Shows —

N,w York 186

— Omaha 313

—St. Louis 275

Ble< t ririeation 7373

— Mexican Railways 404

-New York Central & Hudson River

Railroad, Results Attained 300

— New York New Haven & Hartford

Branch Lines t317

— Sarnia Tunnel 23

—St. Petersburg Street Railways 151

—Swedish Stat,- Railways 1285

Electrolysis Suits —

— Central Railway (Peoria) 364

— In Massachusetts 306

Elgin Woodstock & Lake Geneva Rail-
road, Incorporated 462

Elizabeth. N. J.. Track and Roadway 309

Elizabethtown & Florin Street Railway,

Track and Roadway 367

Elkins, W. Va., Track and Roadway.... 221
Elkins Electric Railroad. Track and

Roadway 247

Ellendt. J. G.. Co 435

Ellwood Citv, Pa., Track and Roadway. 309
Ellwood City & Wurtemburg Electric

Railway. Incorporated 431

Elmira Corning & Waveiiy Railroad.

Track and Roadway 548

Elmira Water Light & Railroad Co.,

Financial 399

El Paso Electric Co., Earnings. .133. 342, 609
El Reno Railway. Track and Roadway.. 431
Elyrla Southern Railway. Track and

Roadway 130

Employes —

— Beneficial Association. Ohio Electric

Railway 295

— Bonus System. American Korean Elec-
tric 'Co 217

— Examination on Illinois Traction Sys-
tem 275, 334

— Fitohburg & Leominster Street Rail-
way Relief Association 504

Merit System of Discipline. Ft. Wayne

& Wabash Valley Traction Co

tl97. 215. 653

—Mutual Benefit Association. Ft. Wayne

& Wabash Valley Traction Co 647

—Trainmen. Employment of. Metropoli-
tan West Side Elevated Railway of

Chicago 449

— Trainmen on United Railways & Elec-
tric Co. of Baltimore 515

Employes. See Also Discipline.

Engineering Agency 195

Erie Railroad. Rolling Stock 192

Erwood, John. Reversible Rolling Door. .*344
Escanaha Electric Street Railway. Power

Plant 490. 635

Express Service, Springfield (Mass.)

Street Railway 220

Essex Valley Land Co., Incorporated.... 488
Eunice Lafayette & Abbeyville Railroad.

Track and Roadway 188

Evansville & Southern Indiana Traction

Co.. Track and Roadway 162. 431

Evansville Henderson & Unlontown Trac-
tion Co.. Track and Roadway 26

Evansville Mt. Carmel & Olney Inter-
urban Railway. Track and Road-
way .' 248. 309

Evansville Railways Co.. Track and

Roadway 338

Evansville Suburban & Newburg Rail-
way. Effect of 2-Cent Steam Rail-
way Fare on Traffic 75

Evansville Terminal Railway —

— Financial 583

— Track and Roadway 431

Exeter Hampton & Amesbury Street

Railway. Financial 249, 34]

Exeter Railway & Lighting Co., Incor-
porated ■ 488

Expanded Metal & Corrugated Bar Co.. 371

Exposition. International Electrical 52

Express Service —

—Between Springfield. Mass., and Hart-
ford. Conn 94

— Contracts with Electric Lines 94. 276

Fairbanks. Morse & Co.. Office Building

and Warehouse 664

Fairmont & Clarksburg Traction Co. —

— Financial 583

—Power Plant 549

—Track and Roadway 489. 517

Fairmont & Mannington Electric Rail-
road. Track and Roadway 489

Fare Box. Tec Registering '32

Fare Boxes t436

Fares —

—Atlantic Case 25, 365

—Between Brazil and Terre Haute. Ind. 365

— Blue Hill Street Railway Increases t33

—Chicago Consolidated Traction Co 246

—Cleveland. Three-Cent t523, 7587

— Coney Island Controversy 187, 364, 516

—Detroit United Railway 305. 332, 459

— Four-Cent, Louisville Railway Co 160

— Five-Cent, Between Council Bluffs and

Omaha 94

—Georgia Railway & Electric Co 308

Handling on Interurban Railways. By

P. P. Crafts '504

— Illinois Traction System 430

Between Springfield and Decatur.... 246

— Long Island Railroad 516

— Low Rate to Amusement Park Not

1 liscriminative 25

Massachusetts. 53, 93. 94, 237. t256, 272,

101 356, 364, 129, 130, | 1ST, 139, 187, I !97

— Methods of Increasing t:',4

— Mexico Street Railways "231

— Minneapolis. Minn 161

—New York, N. Y 307

— New York and Long Island Traction

Co. Reduces 335

No-Seat No-Fare Ordinance in New

Jersey 23

—Omaha & Council Bluffs Railway &

Bridge Co t614

—Omaha & Council Bluffs Street Rail-
way 161

—Portland, Ore.. Reduction Contested... 336
— Portsmouth & Exeter Street Railway-
Increases 395

— Prizes for Retaining Receipts 268

— Pupils' Identification Cards. Public

Service Railway. Newark *184

— Pittsburg Railways Co 25

— Reductions Between Toledo and Cleve-
land 186

— Registers, Rooke Automatic 469, 495

— Round-Trip Tickets, Illinois Traction

System 53

—Springfield (Mass. 1 Street Railway 93

— Steam Railway 2-Cent. Effect on In-
terurban Electric Railway Traffic.

T65. 75. 124. 176

— Students of New York Schools 16n

— Terre Haute Indianapolis & Eastern

Traction Co 277

— Through Ticket System on Massachu-
setts Lines *439

— Ticket System. Indianapolis & Cincin-
nati Traction Co "241

— Twin Citv Rapid Transit Co 246

—Two-Cent Steam Railway Fares and In-
terurban Electric Railway Traffic.

t65, 75, 124.176

— United Traction Company of Albany.. 546
— Waverly Sayre & Athens Traction Co. 580
Fares. See Also Tickets.
Fargo & Moorehead Street Railway. Roll-
ing Stock 192

Fast Run. Inland Empire System 129

Fav. J. A., & Egan Co 282

Fayetteville. N. Y.. Track and Roadway. 221
Fenders —

— Chicago Citv Railway *29,

— Lambert Device Adopted by Portland

Council 92

—New York City Lines 540

— Worcester Double-Acting *402

Ferracute Machine Co.. Armature Disc

Notcher *401

Findlav-Marion Railway & Light Co..

Track and Roadway 309. 489

Fire Hazards t437

Fire Protection in Car Houses 541

Fitchhurg & Leominster Street Rail-
way —

— Freight Service 277

— Relief Association 504

Fitzgerald & Ocilla Railway & Power

Co., Incorporated 130

Flange and Gear Records *297

Flexible Compound Co 343

Flexible Mesh Rail Bond Co 282

Floor Surfacer, Wattles Electric *403

Ford. Bacon & Davis 467

Foreclosures and Receiverships During

1907 8

Forest City Railway —

— Dividends 28, 434

— Financial 519

—Rolling Stock 435

Forsvth Brothers Co 585

Ft. Dodge Des Moines & Southern Rail-
road. Financial 551

Ft. Dodge Emmetsburg & Spirit Lake

Railway. Track and Roadway 221

Ft Smith Checotah & Shawnee Inter-
urban Railway —

— Incorporated : ' 5

— Track and Roadway 367

Ft. Smith Light & Traction Co.

New Car Construction 127

— Track and Roadway 548

Ft. Wavne & Snringfield Railway —

—Refrigerator Cars *330

—Rolling Stock 225

—Track and Roadway 189. 338. 489. 548

Ft. Wavne & Wabash Valley Traction
Co.—

Accidents, Preve oi

Blue B I

Construction Car

—Earnings 59, 466, 492,

— Effect of 2-Cent Steam Railway Fare

on Traffic

Employes' Mutual Benefit Association.

— Financial

—Merit System .1

Officers' and Employes' Association...

— Terminal Station

—Welfare Wo, i:

Ft. William, out.. Financial

Fi. Woiih Sprlngtown & Mineral Wells
Electric Railway, Track and Road-
way

Ft. Worth Weatherford & Mineral Wells
Interurban Construction Co., Track
and Roadway

Ft. Worth Weatherford & Mineral Wells
Interurban Railway, Track and
Roadway

Franchise Tax Bill, Ohio

Franchises

— Aberdeen. S. I)

Acworth, Ga

— Argenta. Ark

—Augusta, Ga 94.

—Atlantic City, N. J

— Ballston Spa. N. Y

— Baltimore. Md

— Batavia. N. Y

— Bellefontaine. O 396,

— Berkeley, Cal 55,

— Birmingham, Ala.

— Bloomfield. N. J

— Bloomington, Ind

— Bloomington & Normal Railway &
Light Co

— Bluefield, W. Va

— Bowling Green, O

— Bridgeport, Ala

—Brooklyn. N. Y 580,

— Brownsville, Tex

—Cairo, 111

— Calgary. Alberta 94.

— Calumet & South Chicago

—Charlotte. N. Y

— Chattanooga. Tenn

— Cherokee Belt & Interurban Railway . .

— Chesaning. Mich

— Cheyenne, Wyo

—Chicago, 111 55, 220, 337,

— Christiana, Pa

— Citronelle. Ala

— Claremore. Okla

—Colfax. la

— Colorado Springs. Colo

— Columbia. Mo

— Corpus Christi, Tex

— Culiacan. Mex

—Dallas. Tex 55. 130. 337. 396,

— Decatur, 111

—Defiance, O

— Des Moines Case 91,

—East St. Louis. Ill

— Edmonds. Wash

—Elk Lick, Pa

—El Paso, Tex

— Enid. Okla

—Evans, Colo

— Evansville. Ind

—Faribault. Minn

— Farmingdale. L. I

— Flat Rock, Mich

—Gary, Ind

— Glasgow. Pa

— Goderieh. Ont

— Goldsboro. N. C

— Greeley. Colo

— Greensboro. N. C

—Greenville. Pa 247,

— Gresham, Ore

— Harris.burg, Pa

— Haverstraw. N. Y

— Houghton. Midi

— Houston. Tex

— Hummelstown. Pa

Indeterminate —

Bv J. C. Hutchins 376.

Bv William J. Meyers

— Indianapolis Frankfort Delphi .

cago Traction Co

— Ithaca. N. Y

— Kansas City, Mo

— Kimmswick & Northern Railway

—Klamath Falls. Ore

— La Crosse. Wis

i oln, 111

— Lincoln. Neb

—Littleton I !olo

— Logansport, Ind

— London, Ont

—Los Angeles. Cal 188,

— Martinez. Cal

Mattoon, 111

Millville, X. J

Mnilen, La

— Mineola. N. Y 130.

— Monongahela, Pa 94.130.

— Monroe. Mich

— Nashville. Tenn

— Nazareth. Pa

— New Iberia. La

— Newburg, Ind

Xiles. Mich

— North Adams. Mass

:. I J
130
54 I
220
661
633
r.sn
220
605
130
:::i6

187
547
188

::::;
633
337

130
.".So
428
547
5X7
661
517
.;::::
::'.)•:
H'.I
247

2211

488
633

366
462
130

462

220

131
633
131
130

337

r.47
661
580
661
366
308
130
547
■:.M
366
308
161
462

::i;t;
220
130

661

:.47
161

396
633

L61
:,17
580
162
131
:,17
661
t>-
25
130
396
162
.',(.:,
162

! An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an edito

ELECTRIC RAILWAY REVIEW

— North Yakima, Wash

— Oakland, Cal

—Ocean Citv, N. J

— Ogden. Utah

— Oshkosh, Wis

— Oxnard, Cal

— Paducah, Ky

— Pavilion. N. Y

— Perry. N. Y

— Phoenix. Ariz

— Piedmont. Md

— Pittsburg. Pa

—Portland. Ore 130, 366. 4SS. r>Sfl

— Pueblo. Colo

■ — Racine, Wis

—Redding, Cal

— Redlands. Cal 1

— Richmond, Cal

— Sacramento. Cal

—St. Louis, Mo 308,

—Salt Lake City, Utah 130.

— San Diego. Cal

— San Francisco. Cal 188.

— Seattle. Wash 337.

— Shelbyville, 111 130, 188,

— Shreveport. La

— Sioux Citv, la

—South Bend, Ind

— South Waverly. Pa

— Spokane. Wash

— Springfield, 111 396,

— Springfield. Mass 366,

—Stockton. Cal

— Streator, 111

— Summerville, S. C

— Taylorville. Ill

— Terre Haute, Ind 517,

— Toledo, O 308

— Tolleston, Ind

— Vancouver. Wash

— Walla Walla, Wash 220,

— Washington. D. C 94. 130,

— Wenatchee. Wash

— Weston. Ore -. . . .462,

— Wilmington, Del 366.

Frankfort Delphi & Northern Traction
Co., Track and Roadway

Franklin. Pa.. Track and Roadway

Franklin & Towamensing Street Railway.
Track and Roadway 162.

Freeborn Engineering &- Construction Co

Freeman & Sons Manufacturing Co

Freeport. 111., Track and Roadway

Freight, Fitchburg & Leominster Street
Railway

Freight Rate's. See Rates, Freight.

French Point Street Railway. Track and
Roadway

Fresno Traction Co.. Track and Roadway

Fruita Land & Power Co. —

— Incorporated

— Power Plant

Fuel. Coal Tests

Fulton Ferry Railway. New York. Finan-
cial

Fundy Park Amusement Co.. Track and
Roadway

Funeral Car Service in Mexico

580
247

:::n;

Gainesville Whitesboro & Sherman Rail-
way. Track and Roadway 309. 489

Gaither. William R., Separation of Boiler

House and Engine Room Expenses 375

Galena-Signal Oil Co 313

Galesburg & Kewanee Electric Railway.
Effect of 2-Cent Steam Railway

Fare on Traffic '. 76

Galesburg Railway & Light Co.. Rolling

Stock 281

Gallatin Valley Electric Railway, Incor-
porated 396

Galveston Electric Co., New Transfer

System 54

Galveston-Houston Electric Co. —

— Dividends 312

— Earnings 133, 341, 636

Gardiner. Me.. Track and Roadway 463

Gardner Westminster & Fitchburg Street

Railway, Fares 272

Gary & Interurban Railway —

— Rolling Stock 60

— Track and Roadway 248

Gas. Producer, for Engine Use 1555. 571

Gas Engines —

—Rating t640

— Westinghouse *553

Gears. For Electric Traveling Cranes »522

General Electric Co 251, 435. 520, 610

— Annual Report 586

— Comrmitating-Pole Generators. Boston

Elevated Railway *194

— Curtis Turbine Sales 442

— Electrical Machinery 346

—Exhibit at Chicago Electrical Show 138

— "Grade F" Pinion 612

— Locking Socket for Incandescent

Lamps «402

— Motor Car *110

—Orders 226. 400

General Fireproofing Co 29, 98. 135, 193

Generators, Commutating-r. .1. li.iston

Elevated Railway »194

Geneva Railway Securities Co.. Incorpo-
rated 633

Georgia Railroad. Track and Roadway.. 131

Georgia Railway & Electric Co. —

—Dividends 98, 225, 519

— Employes' Benefit Association 334

— Fare Cases 308

— Financial 191, 280

—Rolling Stock 192

Gibbs, W. A.—

— Automatic Couplers *391

— Train Indicating Device *521

(Hidden Varnish Co 98

Globe Ticket Co., Improved Forms of

Tickets »62

Glue Pots, Electrically Heated, West-
inghouse *284

Goble, W. F.. Car Building. Los Angeles

& Redondo Railway *445

Goldschmidt Thermit Co 193. 586

Goose Creek Railway & Power Manufac-
turing Co. —

— Incorporated 396

— Power Plant 549

—Track and Roadway 221

Government Regulation of Railway Ac-
counts. By H. C. Adams 43

Grafton Street Railway, Track and Road-
way 309

Grafton Traction Co., Track and Road-
way 221

Grand Central Traction Co. —

—Rolling Stock 493, 520

—Track and Roadway 221, 517

Grand Haven. Mich.. Track and Road-
way 338

Grand Junction, Colo.. Track and Road-
way 489

Grand Ranids Electric Railway, Track

and Roadway 189. 309

Grand Rapids Grand Haven & Muskegon
Railway —

— Competition with Steam Roads 160

— Effect of 2-Cent Steam Railway Fare

on Traffic 76

Grand Rapids Holland & Chicago Rail-
way —
— Effect of 2-Cent Steam Railway Fares

on Traffic 124

— Handling Intoxicating Liquors 546

Grand Rapids Railway —

—Dividends 225. 281. 519

— Parks *575

Ramona 52

Grand Trunk Railway —
— Sarnia Tunnel —

— Electric Locomotives 306

— Electrification 23

Grand Valley Railway —

— Description *177

— Financial 97

—Rolling Stock 60

—Track and Roadway 55. 463

Granger. Wash.. Track and Roadway.... 95
Graphite. Lubricating. U. S. Graphite

Co 137

Gray's Harbor Railway & Light Co. —

— Financial 249

—Power Plant 368

— Track and Roadway 367

Grayson Electric Corporation, Track and

Roadway 189

Great Northern Railway. Power Plant... 248

Green Engineering Co 371

Green Fuel Economizer Co.. Economizer

Practice 344

Greenville & Carolina Railway —

— Power Plant 582

— Track and Roadway 581

Griffin Double Tread Car Wheel Co 552

Grimes. E. B.. Electric Railways and

the General Public 118

Grip Nut «227

Gross. Arthur W.. Methods of Handling

Claims by Electric Railways 512

Guadalajara. Mexico —

— Power Plant 635

— Track and Roadway 309

Guadalajara Railway Light & Power Co..

Power Plant 464

Guelph Radial Railway. Track and Road-
way 130

Guthrie. Ira E., Classification of Operat-
ing Expenses 40R

Habirshaw Wire Co 60

Hagerman. Idaho, Power Plant 549

Hagy. J. Milton, Waste Works, G. E.

Motor Waste 611

Hamilton Radial Electric Railway. Track

and Roadway 162

Hamilton Street Railway. Car Houses... 193
Hancock. E. L.. Flat Spots on Car and

Locomotive Wheels *242

Hancock & Lake Linden Traction &

Power Co.. Incorporated 220

Hanford Electric Railroad. Track and

Roadway 338

Hanover & McSherrystown Street Rail-
way. Hanover. Pa., Track and

Roadway 95, 489, 606

Hanover & York Railway —

— Description *288

— Track and Roadway 95

Hardy, F.. Merit System of Discipline.
Ft. Wayne & Wabash Valley Trac-
tion Co 653

Harlan. James S-, Jurisdiction of Inter-
state Commerce Commission over

Electric Railways 77

Harrisburg. Pa.. Central Pennsylvania

Traction Co.. Power Plant *455

Harrisburg Traction Co., Dividends 225

Harrison. F. P., Electric & Manufactur-
ing Co 343

Hartford & Springfield Street Railway,

Financial 583

Hartshorn, Stewart, Co 165

Hattiesburg Traction Co. —

— Power Plant 397

— Track and Roadway 397

Havana Electric Railway —

— Dividends 399

— Financial 311, 551

Hazlehurst, Miss.. Track and Roadway.. 463

Headlight. Arc, Trollev Supply Co *611

Heaters. Smith *138

Heath & Milligan Manufacturing Co 664

Heating. Hot Water, Cost of 166

Hecht, J. L.. Steam Turbines 125

Heckel. G. B., Paint Tests 496

Heron. Charles A.. Typical Traction Cars.*151
Hicks Car & Locomotive Works. 193, 313. 342
Hinstorff, D. C. Discription of Chicago

& Southern Traction Co *352

Holvoke Street Railway —

— Dividends 28

—Fares 364

— Financial 59, 191

Honolulu Rapid Transit & Land Co.,

Financial 551

Hopkinton. R. I., Track and Roadway.. 189
Hose Bridge, Philadelphia Rapid Transit

Co *302

Houghton County Street Railway —

—Dividends •. 370

—Earnings 164, 370, 609

—Power Plant 368

—Track & Roadway 309

Hudson & Long Island Traction Co. —

— Incorporated 462

— Track and Roadway 548

Hudson & Manhattan Railroad —

— Hudson River Tunnels *240

Signal Equipment 293

Hudson Companies —

—Financial 191, 399

—Rolling Stock 192

— Tunnel Under Hudson River 23

Hudson Valley Railway, Financial 584

Humphrey Trollev &- Manufacturing Co.. 610

—Wobble Trollev Wheel *402

Hunt, Robert W.. & Co 60. 193, 552

Huron (S. D.) Gas & Electric Railway,

Track and Roadway 581

Hutchins. J. C, Indeterminate Fran-
chises 376. t405

Idaho Oregon & Washington Electric

Railway. Track and Roadway. 189. 431
Idaho Washington & Oregon Traction

Co.. Power Plant 607

Illinois Central Electric Railway —

—Rolling Stock 165. 281

— Track and Roadway 309. 517. 606

Illinois Traction Co. —

—Financial 519

— Track and Roadway 634

Illinois Traction System —

— Advertising Methods *626

— Baggage and Express 546

— Contract with U. S. Express Company 276
—Effect of 2-Cent Steam Railway Fare

on Traffic 75

— Employes' Club 114

— Fares 430

— Mail Service 187

— Rates Between Springfield and Deca-
tur. Ill 246

—Rolling Stock 313. 371

— Round-Trip Tickets 53

— Terminals 165

— Theater Car 336

— Through Service. Danville to Spring-
field 54

—Track and Roadway 131, 248. 338. 397

— Trainmen's Examination 275, 334

Illinois Tunnel Co 93

— Electric Locomotives for Chicago Tun-
nel »495

— Railway Connections 395

Illinois Valley Railway. Rolling Stock

281, 342

Improved Automatic Air Brake Co 193

Indiana. Annual Report on Electric Rail-
roads 388

Indiana County Traction Co.. Rolling

Stock 165

Indiana Engineering Society. Annual

Convention 123

Indiana Malleable Casting Corporation.. 193
Indiana Union Traction Co. —

— Advertising Methods 246

— Crossing Sign Post *359

—Effect of 2-Cent Steam Railway Fare

on Traffic 76

— Financial 249. 311

— Monthly Magazine 461

— Passenger Station 193

— Purchasing Ties 303

— Recutting Pinions *451

An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

Repair Shops. Anderson. Ind f64, *61 LOS

It g Stock 29, 98, 192

—Strike 23, 51, 128, 24 I 101

Thermit Welding *447

Through Trips Between I !hii ago and

Indianapolis 633

Indianapolis & C Trai I Ion " !o., Trai k

and Roadway 26

Indianapolis & Cincinnati Tract Co. —

Financial 341

—Ticket System *24l

lis & Louisville Traction Co. —

Financial 133

Track and Roadway 56

—Twelve Hundred- \ < ill System 380

Indianapolis & South Bend Traction
Co.—

In orporated 221

— Traek and Roadway 431, 634

Indianapolis Cloverdale & Terre Haute
Traction Co. —

— Incorporated 488

'1'iaek and Roadway 517. 661

Indianapolis Columbus & Southern Trac-
tion Co. —

of 2-Cent Steam Railway Fare

on Traffic 75

— Power Plant 432

—Traek and Roadway 278

Indianapolis Crawfordsville & Western
Traction Co. —

— Description *617

Effect of 2-Cenl Steam Railway Fare

on Traffic 75

— Traek and Roadway 548

Indianapolis Frankfort Delphi & Chi-

cago Traction Co., Incorporated.... 580
Indianapolis Huntington Columbia City
& Northwestern Traction Co. —

— Financial 191

— Track and Roadway 1SH

Indianapolis Newcastle .^- Toledo Elec-
tric Railway. Track and Roadway. 431

Indianapolis Switch & Frog Co 313

Indianapolis Traction & Terminal Co..

City Payments 93

Inland Empire System —

Advertising Cards *211

— Fruit Growers' Special 461

—Record Run 129

Insulating Varnishes and Compounds.... 46
Insulation. High -Tension Transmission

Lines. By Francis S. Denneen *648

Insulators —

—Ohio Brass Trolley Section *136

— Strain. Western Electric 195

— Suspended T34

Insurance, American Railway Insurance

Co.. Organization 12S

Interborough-Metropolitan Co.. Financial

164. 249, 311. 519. 609

Interborough-Metropolitan System. Chart

Showing Controlled Companies. .. .»294
Interborough Rapid Transit Co. —

— Accident 159

— Brooklyn Subway Extension Opened.. 578

— Brooklyn Tunnel Opened 51

— Dividends 342

—Financial 191, 280, 341. 369. 434. 466. 551

—Rolling Stock 250, 400

—Subway Car. Arnold Report t255. *262

— Track and Roadway 367

Interlake Railroad. Chicago, 111.. Incor-
porated 462

Interlocking. Inspection of Plants Re-
quired in Indiana 52

Intermountain Railway. Track and Road-
way 131

International Railway (Buffalo) —

— Car House *476

—Cars. Pav-As-You-Enter Type *37, (53

—Financial' 224. 663

—Rolling Stock 400

International Traction Co. (Buffalo) —

— Depreciation ^472

—Financial 399

International Traction System (Buffalo).

Annual Report 439

Interstate Commerce Commission —
— Accounting System —

Action by Ohio Railroad Commission 588

Co-operation with State Commissions 87

Electrical and Gas Corporations. . .

Indiana and Ohio Lines 529

Michigan Railroad Commission Will

Not Adopt -439

New Hampshire Railroad Commis-
sion's Attitude 474

Petition on Behalf of New York State

Association 591

Resolution of New York State Asso-
ciation 37S

Revision of Classification of Operat-
ing Expenses t614. 624

Tentative Classification of Operating

Expenses 266, 299. t347. 351. t375

Replies t,, Circular 1374, 375, 37fi,

377, 379, 108, 109, 419, 442, 144.
471. 474, 513, f523, 525, 558, 572, 594
— Electric Roads Under Federal Jurisdic-
tion i 63

—Fare Reduction. Omaha & Council

Bluffs Street Railway 161

—Interchange and Joint Rates Ordered.. 395
— Jurisdiction over Electric Railways.

By .lames S. Harlan 77

, Cent Pare, i imaha & Council Blufl

Kailwaj .v Bridge Co 614

Through Routes and , il H ti 195, t438

Interstate Consolidated Street Railway,

Track and Roadway 581

Interstate Electric Rallwa - I

Roadway 248, 463

Interstate Railways Co., Financial. ...59, 134
inteistate Traction Co., Jersi City,

N. J.. Incoi |,,-t a ted

luiei'iirlian i ''instruction Co.. Track and

Roadway 397

Intel mi ban Express I ',,., Existen, e Ti i

initiated 246

Inlei - I'rhari Railway (Des Moin i

—New Wage Scale 362

—Track and Roadwaj IS!). 248

Intel-urban Railway & Terminal Co. —

—Financial 191

—Power Plant 490

— Rolling Stock 610

Substation

Interurban Road, Future of f286

Iola Portland Cement Co 610

Iowa & Illinois Railway —
Effect of 2-Ceni si, -am Railway Fares

on Traffic 124

— Handling Fares *504

Iowa ,v Northwestern Railway. Track and

Roadway 3(19

Iowa Railroad. Track and Roadway. .489, 661

Irwin. Pa.. Track and Roadway 489

Irwin & Herminle Street Railway. Incor-
porated 366

I wan Brothers 467

.lacks. Machine for Testing *196

Jackson. Mich.. Michigan United Rail;

ways, Gatemen 326

Jacksonville, Tex.. Track and Roadway..

338, 431

Jacksonville Electric Co.—

— Dividends 59

—Earnings 133, 370. 609

— Power Improvements 407

— Remodeling Power Station *589

Jacobs Welding Co.. Rolling Stock 98

Janesville, Wis.. Track and Roadway. 414. 431
Jeanette Montclair & Woodland Trac-
tion Co., Track and Roadway. .",M
Jefferson Interurban Railwa> —

— Incorporated 366

— Track and Roadway 277

Jennings. William. Co 251

Jersey Central Traction Co. —

—Rolling Stock 610

— Track and Roadway 489, 518

Jersey City. N. J., No-Seat No-Fare Ordi-
nance 23

Jewett Car Co.—

— Cars. Elevated. Brooklyn Rapid Transit

Co *171

— Cars. Pav-As-You-Enter *553

—Orders 29, 98

Johns-Manville. H. W.. Co 60. 165. 226. 585

—Exhibit at Chicago Electrical Show.... 138
Johnson. F. W.. Short Talks with the

Claim Investigator 44S. 475. 536, 567

Johnstown. Pa.. Track and Roadway.... 463
Johnstown Passenger Railway —

— Dividends 434

— Track and Roadway 95, 277

Joliet & Southern Traction Co., Track

and Roadway 56, 277, 163

Jones', J. M.. Sons 371

.Toplin & Pittsburg Railway. Track and

Roadwav 463, 489, 518. 661

Journal Packing. Steel Wool *227

.1,,-. ,, -i 'ii, Hand i'o. Machine for Testing

Jacks *196

Juniata Valley Electric Street Railway.

Track and Roadway 606

Kalamazoo Elkhart & South Bend Trac-
tion Railroad. Track and Road-
wav 131, 489

Kalamazoo Railway Supply Co 193

— Root Track Scraper *612

Kansas City. Mo. —

— Public Utilities Commision Proposed.. 159

—Track and Roadway 432

Kansas City & Bonner Springs Railway.

Track and Roadway 634

Kansas City & Kansas Southwestern

Electric Railway. Incorporated 337

Kansas City & Olathe Electric Railway.

Track and Roadway 51s. 7.4v

Kansas City .<- Southeastern Railroad.

Track and R lway 432

Kansas City Railway & Light Co

—Dividends 250. 636

— Earnings 28 L92 342, 584

— Financial 191

—Track and Roadway 548. 581

Kansas City St. Joseph & Excelsior
Springs Electric Railway. Track

and Roadway

Kansas City Springfield & Southern Rail-
wax. Track and Roadwav. .56. 548, 606
Kansas-Colorado Power & Railroad Co.,

Track and Roadway 581, 634

Kansas Southern Electric Railway

and Roadway 56

Kansas 'i i Pracl tnd

Ki-nora, i int.. Trai I and Ri . . . . lsa

£ Ohio River Interurban
Trai k and Roadway. . 132, 189, 606
i i Railroad Co.,

Trai h an.i Roadway 131

i Manufacturing ' '■>.. Steel Roll-

D 166

Know in,- Rallwa] & Light Co.

Dividends 166

gs 636

R0 26

i ...I oi 10 Frankfort & Terre I laute Ti a<
i Ion ' ', i.

Incor] ted 661

221, 163

Kokomo Marion & Westei n Ti
Co

De - Iption *560

i .a, . i ol _ ' !ent st.-am Railway Fare

on Traffic 75

K uiii, m.iii, ' ; i ' , Cat ' !o.

—Cars, Pay-As-You Entei International

Railway ol Buffalo *87

192, 313, 100, 520, 552

Lackawanna & Wyoming Vallej Rail

road. Third-Rail Sleet Brush »485

,nna & Wyoming Valley Rapid
Transit ' !o., Financial

I ,:i, onia Cai I '>,.. I :i, ■■, ated I !a i - : Brook-
lyn Rapid Transit Co »171

I. a Crosse Cit\ Railway. Track and

Roadway 432

Lake City, la.. Track and Roadway 95

l„ik,- Erie & Xoungstown Railway —

Rolling stock 664

Track and Roadway 581

Lake Erie Bowling Green & Napoleon

Railway, Track and Roadwav.
Lake Shore Electric Railway —

— Annual Report 169

Reduced Fares Between Toledo and

Cleveland 1S6

—Track and Roadway 56, 131. 432

Lake View Traction Co., Track and

Roadwav 131, 278, "Is

Lamps. Arc, for Car Interiors. f286. +31S, 'i:,:'.

Lamps, Locking Socket for *402

Lancaster & York Furnace Street Rail-
way. Financial 280

Lancaster County Railway & Light Co.,

Track and Roadway 26

Laurel Railway, Incorporated 5 1 ,

Lawrence County Railroad. Rolling

Stock

Lawson, F. A.. & Co 343

1. -,ii t\l- Simons 313

Lawton Denton & Dallas Electric Rail-
way. Track and Roadway 367

Lederachville & Pennsburg Traction Co-
Track and Roadway 167

Lefebvre, A. II. . Single-Truck Cars

Without Monitors *144

Legal Derisions. Recent Electric Rail-
way. Bv J. L. Rosenberger

21. 49, 98, 243,

304. 331. 392. 361, 158, 544, 577, 602, 629
Legal Decisions. See Also Special De-
partment of Index.
Legislation —

— District of Columbia

US. 211 271, 363, 515, 545

—Maryland is:,. 306, 12a

Massachusetts

127. U.S. 21 "'I. I"0

New Jersey Us. 394, 421'

New York. 90, 127. 218, 2 14. 274.

306, 334. 363, 394, 129, 160, 186, 515, 545

1 Mo,, 90, 158 is: 218, 240,

306, 334, 364 394, 129, 160, 186, 515, 545

—Ontario. Can 306

— Virginia 127, 186, 27 1

Lehigh Valley Transit Co. —

—Financial 97, 370

—Rolling Stock 167. 19

Lewis, charl, s s ,\c Co 493

Lewis. Myron H.. & Clifford B. Moore... 6.,
Lewiston Augusta & Waterville Street
Railway —

—Power Plant

—Substations 96, 248

Lexington & Interurban Railways Co..

Earnings 59,

Lighting, Car. with Arc Lamps

f286, ,318, 'ir.3

Lightning Arrester. Clark *46S

Lima & Honeoye Electric Light & Rail-
road —

1 'ower Plant

—Track and Roadwav 309.548

Lima & Toledo Traction Co.. Traek and

Roadway 221, 309

Limited Service—

— Between Cincinnati and Dayton 129

— Ohio Electric Railway '.'1

Lincoln Traction Co., Dividends 119

Lindsley Brothi 1- Co 165

Little Falls. Minn. Track and Roadway 278
Little Falls. N. V. Track and Roadwav. 131
Little Rock & Hot Springs Electric Rail-
wax-. Traek and Roadway

•An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

Little Rock & Pine Bluff Traction Co.—

— Rolling Stock 29

—Track and Roadway 95 162

Little Rock-Pine Bluff Transit Co..

Track and Roadway 489

Little Rock Railway .v- Electric Co.,

Financial 492

Locomotives —

— Combination Freight and Switching,

Los Angeles & Redondo Railway .. *446

—Illinois Tunnel, i 'lii.ago »4'.if,

Luganspuil \- South Bend Tract].. u >'..

Incorporated [88

London Street Railway, Financial 312

London Underground Electric Railways,

Financial ,:,i

Look Island Railroad—

—Fares 116

— Track and Roadway 662

Lorain Steel Co 520

Lord Electric Co 98,99,135

Los Angeles, Cal. —

— Pacific Electric Railway, Station at

Monrovia *595

Los Angeles & Port Orient Railway.

Track and Roadway 54S

Los Angeles & Redondo Railway—

— Car Building * 4 4 r.

Locomotive, Combination Freight and

Switching *-l ttl

—Rolling Stock 225

Los Angeles & San Francisco Short Line
Electric Railroad, Track and Road-
way 463

Los Angeles Pacific Co., Track and

Roadway 162, 248

Los Angeles Railway—

— Power Distribution, Feeder Loop *543

— Templet Marker *543

— Track and Roadway 56, 367

Louisiana Light Power .*;• Traction Co..

Louisiana. Mo 463

Louisville & Eastern Railroad, Track and

Roadway 463

Louisville ,<• Interurban Railroad, Track

and Roadway 26

Louisville & Northern Railway & Light-
ing Co. —

- I hvi. lends 100

—Station 493

Louisville & Southern Indiana Traction

Co., Rolling stock l::i

Louisville Railway —

— Annual Report 257

— Financial 10 4. 250

— 4-Cent Fares 160

— Improvements in Service 54, 93

—Power Plant 339

—Strike-Breaking 184

—Track and Roadway 338, 581

Louisville Traction Co. —

— Dividends 399

— Financial 341

Lowd. Mark. T-Rail Track Construction . *598
Lowell & Fitchhurg Street Railway.

Track and Roadway 222

Lubricator, Sullivan *303

Lucas. John, & Co 520

Lufkin Rule Co 585

—Plant «315

Lumber, Barnes Hardwood Lumber Co.. 227

Lumen Bearing Co 135, 165

Lyall, W. R., Painting Poles Near

Switches 640

Lynchburg Traction & Light Co., Finan-
cial 97

McCartv, Lewis P., Shop Practice, Tampa

Electric Co *3'.io

MacGovern, Archer ,v- Co 467

McGuire-Cumminss Manufacturing Co... 520
—Cars. Aurora Elgin & Chicago Rail-
road *17S

— Cars. Combination Passenger and Bag-
gage, for Waterloo Cedar Falls &

Northern Railway *425

—Orders 98, 250. 371, 435

McMinnville, Tenn.. Track and Roadway 367
Macon Railway & Light Co.—

— Financial 250

— Power Plant 222

— Track and Roadway 162

Magnets and Solenoids. Porter Manufac-
turing Co 253

Mahoning & Shenango Railway & Light
Co. —

—Rolling Stock 192

— Track and Roadway 4S9

Mail Service. Illinois Traction System 187

Manchester & Derry Street Railway,

Financial 250

Manchester (Ky.) Traction Co.. Track

and Roadway 581

Manchester (N. H.) Traction Light &

Power Co.. Divi lends 466

Manhattan Elevated Railway. Dividends. 370
Mankato Electric Traction Co.. Track and

Roadway 548, 606

Manning, Maxwell & Moore 135

Il.n.lershot Coupling *195

Maps —

— Atlantic City & Shore Railroad 41

— Boise & Interurban Railway 320

Chicago Lake Shore .V- Smith Bend

Railway :,I2

— Delaware & Hudson Co., Electric Rail-
ways 4S3

— Grand Valley Railway 177

— Hanover & York Railway 288

— Indianapolis Crawfordsville & "Western

Traction Co 617

—Interurban Railways, Central States.. 18
— Kokomo Marion & Western Traction

Co »560

New Subway Route, New York City. 19, 52

1 " egon El Railway 258

— Washington Baltimore & Annapolis

Electric Railway fl98 : 200

Marion Bluffton & Eastern Traction Co.,

Rolling sto.k :,s:,

Market Street Elevated Railway—

— Financial 312

— Signals t229

Marlam Construction Co., Incorporated.. 366
Marquette County Gas & Electric Co. —

— Power Plant 131

— Track and Roadway 489

Marquette Negaunee & Ishpeming Inter-
urban Railway. Track and Road-
way 581, 034

Marshall, R. W.. & Co 226. 520

.Mir. land Elecl 1 ic Railwaj s Co.—

— Financial -.224. 609

—Track and Roadway 548

Mary] I Railwaj & E led ric Supplj Co. 371

Maryland Railwaj Supplj Co 135, 371

Massachusetts —

- Fares.. 53, 93, 94, 219, 237. (-256, 272. 307,

335, 355, 364, 429, 130, | 137, 1ST. i 197, 605

— Wrecking .lacks f555

Massachusetts Chemical Co 135. 193, 226

Massachusetts Electric Companies, Finan-
cial 28 37ii

Massillon <\\- Noil hern Railway, Track

and Roadway 431

Massillon Wooster & Mansfield Traction
Co.—

—Rolling Stock 226

— Track and Roadway 131. 16" 131

Matamoras & Santa Cruz Railway, Track

and Roadway 278

Mattoc ity Railway. Rolling Stock.... 225

Mattoon Shell, will.- Pana & Hillsboro
Traction Co.. Track and Roadway.

489. 581

Meade. Norman G.. Armature Repair

Shop Methods *565

Medical Air Lock *469

Memphis Covington & Northern Rail-
road, Track and Roadway 338

Memphis Street Railway, Dividends 466

Menominee & Marinette Light & Trac-
tion Co. —

— Financial 663

— Power Plant 607

Mentzel. H. F.. Shop Practice. Allegheny

Valley Street Railway '. »io

Metaline Rapid Transit Co.. Track and

Roadway 33g

Meters—

— Victor Portable *61

— Weston Electrical Instrument Co 254

Metropolitan Street Railway (Kansas

City). Service Investigation 219

Metropolitan Street Railway (New
York) —

— Financial 224, 312, 399

— Investigation. Grand Jury Report.'...."' 514
Metropolitan West Side Elevated Railway
(Chicago) —

— Accidents 219

— Annual Report 169

— Automatic Interlock 4(1

— Car Wiring *601

— Employment of Trainmen 449

— Financial 59, 663

—Valves and Governors Under Seats....' |63
Mexico —

— Electrification of Railways 4114

— Funeral Car Service 326

— Sight-Seeing Car Service *326

Mexico Electric Tramways Co.. •'Seeing

Mexico" Parlor Car Service *47

Mexico Santa Fe & Perry Traction Co.,

Track and Roadway 222. 338 463

Mexico Street Railways. By T. J. Nich-

oll *231

Meyer. B. H. Public Service Laws of

Wisconsin 559

Mej-ers. William J., Indeterminate Fran-
chises 474

Meyersdale & Salisinir\ street Railway]

Financial 164

Michigan. Electric Railways. Report of

Commission of Labor 603

Michigan United Railways Co. —

— Effect of 2-Cent Steam Railway Fares

on Traffic 121

— Gatemen 326

— Track and Roadway 489

— Use of Pere Marquette Railroad Cars.. 516
Middlesex & Boston Street Railway.

Fares , , 31)7

Mileage, Interurban Railroads in Indiana 18
Milford & Uxbridge Street Railway.

Fares 2::7

Milk Traffic

— Aurora Elgin & Chicago Railroad *296

Philadelphia Rapid Transit Co r.su

"'Miken Bros., Galvanized Steel Pole *34. r .

Milloy Electric Co 467

Milner & Northside Electric Railway,

Track and Roadway 95 463 000

Milwaukee, Wis., Track and Roadway.. 95
Milwaukee & Fox River Vallev Railroad,

Track and Roadway 278, 581, 634

Milwaukee Coke & Gas Co., Rolling

Stock 134

Milwaukee Electric Railway & ' Light
Co —

—Dividends 9S. r,19

111 '-il 101. 191

Power Plant : ;,; s

— Track and Road way 56 248

Milwaukee Light Heat & Traction Co.—

— Financial 154

— Power Plant 582

— Track and Roadway .'.'.' 606

Milwaukee Northern Railway —

— Rolling Stock 192

— Track and Roadwav 518

Minneapolis, Minn., Twin Citv Rapid

Transit Co.. Annual Report 287

Minneapolis St. Paul Rochester & Du-
buque Traction Co., Track and

Roadway 95, 489, 548

Minneapolis Steel & Machinery Co 226

Minnesota Construction Co., Track and

Road way 634

Mississippi River & Electric Power Co.. 635
Mississippi Valley Interurban Railway—

— Incorporated 188

— Rolling Stock 467

Missoula-Bitter Root Traction Co., Track

and Roadway 56, 131

Missouri & Kansas Interurban Railway,

Track and Roadway 397

Missouri Oklahoma & Gulf Railway,

Track and Roadwav '. 131

Mitshkun, M.. Co., Orders 192

Mobile Light & Railroad Co.—

— Improvements During 1907 88

— Track and Roadway 278

Mogollon, N. M., Track and Roadwav... 278

Moline Incandescent Lamp Co 520

Monitors. Single-Truck Cars Without,

Black River Traction Co tl39 *144

Monterey. Cal., Track and Roadway 26

Monterey Railway Light & Power Co.,

Pay-As- You-Enter Cars *239

Montgomery & Chester Electric Railway.

Track and Roadway , 432

Montgomery Electrical Co. —

— Incorporated 337

— Track and Roadway ,'. 489

Montgomery Traction Co. —

— Rolling Stock 281, 400

— Track and Roadway 338

Montreal * Southern Counties Electric-
Railway, Track and Roadwav 489

Montreal Street Railway —

— Dividends 98 519

—Earnings 433, 281. 46e! 584

— Financial ■ 224

— Rolling Stock 192

Moorhead. Minn.. Track and Roadway!! 95
Morgantown & Dunkard Vallev Electric

Railway. Track and Roadwav 222

Morrisburg Electric Railway. Track' and

Roadway 397

Motormen Admitted to Brotherhood of

Locomotive Engineers 632

Motor oil Cup Lid *328

Motor Starter Boxes, Westinghouse *404

Motors —

— Brush-Holder Troubles f347

— Series Repulsion »78. 84, S5, 86

Mt. Hood Railway & Power Co.—

— Rolling Stock 342

— Power Plant 432

—Track and Roadway 432, 463, 549 5.81

Mt. McKay & Kakabeka Falls Railway

Track and Roadway 56. 189. 463

Mt. Mansfield Electric Railroad —

— Financial 192

— Track and Roadway ' ' 56

Mt. Vernon Railway & Light Co., Finan-

„ . olal 466

Municipal Journal and Engineer 610

Municipal ownership. San Francisco 245

Municipal Traction Co. —

— Power Plant 518

—Rolling Stock 610, 637

—Strike 578, 630. 660

Muncie & Portland Traction Co., Effect
of 2-Cent Steam Railway Fares on

Traffic 175

Mura.lt & Co 343

Murdock. H. D.. Twelve Hundred-Volt
System. Indianapolis & Louisville

Traction Co 380

Murphvsboro Electric Railway Light Heat

& Power Co.. Rolling Stock 493

Murphvsboro Street Railway Light Heat
& Power Co., Track and Roadway

489' 549

Murray. W. S., New York New Haven
& Hartford, Single-Phase Distribu-
tion with Special Reference to Sec-

tionalizatlon *80, 84. 86

Murray. Utah. Track and Roadwav 489

Muskogee. Okla., Track and Roadwav.. 463
Muskogee (Okla.) Electric Traction Co.,

Track and Roadwav 278

Myersdale Construction & Equipment Co.

Incorporated 661

*An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

N
Nanki Railwav of Japan. Rolling Stock.. 552

Nanz Clock Co 585

Nashville [nterurban Railroad, Track

and Roadway 56, 96

Nashville Railway & Light Co

i >l\ Idends 134

Power Plant 397, 132

Tra.k and Roadway 163

Nathan Manufacturing Co 371

Natick a I '"■ till uati Street Rallwa -

Fares ; ".

National Brake ,x Ele. trie Co.—

\ii Brakes for Chicago Railways Co.. 522

Air Compressors '436

Orders 520

National Brake Co 610

National I'nnstriK'tinu Co.. Power Plant.. I'.ih

National Tube Co

National Vacuum Cleaning Co.. Vacuum

Method for Car Cleaning 468

Nebraska Electrical Trades Exposition

5211

N.-rr. S. s . Ticket Methods Atlantic City

& Shore Railroad *4t

Nelson (B. CO Electric Tramway, Car

Houses 562

Nelsonville Athens & Glouster Traction

i •,... Track and Roadwas '■'■"'■•

New Bedford & Onset Street Railway,

Rolling St..rk 281, 371

New Doty Manufacturing Co 193

New England Trolley Wheel Co 29

New Jersej & Pennsylvania Traction Co.,

Power Plant 190, 518

N<w Orleans & Seashore Air Line Rail-
wa:

— Incorporated 161

— Track and Roadway 131

Now Orleans Citj Railway, Dividends... 59
New Orleans Railwaj & Light Co.

Annual Report 199

Financial 341, 192

Rolling stock 281, 371

Screw Pump 284

Servii e 277

—Transfer System 94, 129

New York. N Y.

—Accidents During April. 1!">8 632

I: klvn Bridge Extension *154

Electrical Show 186

Fares 307

Metropolitan Street Railway. Grand

Jury Report on Investigation 514

— Rapid Transit Law 91, 12.

Subway

127. 2lv. f317. ::■>:;. I2x. 15'.'. ■ 171. 186, >'•"::

Capacity. Arnold Report 6.", I

Cars. Arnold Report 1255, «262

New Route *19, 52

Signals. Arnold Report 355

Track Improvements 90

— Track and Roadway 662

— Transportation Situation '14"

New York & Long Island Railroad 90

N.w Yo,k vv. North Shore Traction Co..

Track and Roadway 248

New York Car & Truck Co 3*3

New York Car Wheel Co 520

New York Central & Hudson River Rail-
road —

— Electrification. Results Attained 300

— Power Stations. Ventilation of *4'.»4

New York Central Lines. Rolling Stock.. 400
New York Citv Railway—

—Action to Forfeit Charter 305. 333, 394

—Car House 313, 637

—Cars. Pa. -As- Yon-Enter. .359. t.373. 393. 583
Contract with F.xpress Company Not

Renewed 365

—Financial..." 1 '. '.'7, 164, 192, 370, 399, J66, 192

— Practical Motor Coil Making *627

Receivers Protest Against Order of

Commission Regarding Equipment. 51
—Receivers Want Funds for Improve-
ments 324

—Rolling Stock 371,

Substation 339

-Transfer System

. . .12f. 430, I 138, 187, 1 198, 596. 597, 632
New York Edison Co.. Breakdown Serv-
ice Charges f497

New York New Haven & Hartford Rail-
road —
— Branch Line Railroad Electrification. .t317

— Electric Railways in Massachusetts t613

—Financial 312. 399, 609

— New York-Port Chester Electric Line II

—Overhead Construction *S0. 84. v.;

—Power Plant 432. 464

—Rolling Stock 226, "71

— Salaries Reduced 306

—Single-Phase Equipment for Branch

Line 52

New York-Philadelphia Co.. Financial...

192, 2x1. 134

New York to Chicago by Trolley tint

Newark. N. J. —

— Public Service Railway —

Cars. Pay-As- You-Enter Type *213

Fare Receiver *4S4

Pupils' Identification Cards *184

Newark Martinsburg & Mt. Vernon Elec-
tric Railwav. Track and Roadway. 549

Newell street Railway. Rolling Stock 98

Newspapers. Sale on Pav-As-You- Enter

Cars in Chicago .347. 362. 428

Newton & Boston Street Railway, Fares

Increased

Newton Street Railway. Fares Increased.

Newtown Railway. Financial

Niagara St. Catharines & Toronto Rail-

w .i i Ti ack and Roadwa ■>

Niagara Transmission Line

Nicholl. Franklyn M., Trucks foi

Mot it Service

Ni.hoii, ii. a . Kir, hi. Railway Progress

ii. Central States

Nicholl, T, J.

. '.ii i..i Cit; Set -. Ice

Mexico S i Railways '

ig and Funeral Car Service

i '.us \\ il h.Hit Monitors. .*

Mies c.ir & Manufacturing Co

— Cars —

Combination Passenger, Smoking

and Baggage. Buffalo LOCkpOrt &

i.r Railway *

. in. ago Lake Shore <v South Bend

Railway *

Intel-urban. CI taw Railway &

Lighting < !o *

i n.l. IS 1

Nipissing Central Electric Railwav, Track

Iway

Norfolk & Portsmouth Traction Co. —

—Earnings 98, 166, 192,

— Financial

— Substations 164,

N,.ri is. il, il.. Address at Purdue Uni-
versity

North \niri ii .in Co., ' nnual Repot I
North Coast Power Co., Power Plant. 549,
North Jacksonville Street Railway Town

& linprov niinit < !o., Financial

North Midland Electric Railway, Track
and Roadway

North Yakima. Wash.. Track and Road-
way

Northampton Street Railway —

— Dividends

— Financial

Northampton Traction Co.. Effect of
2-i 'mt Steam Railway Fares on
Traffic

Northern Electric Co. —

— Power Plant

— Track and Roadway

Northern Engineering Works ton,

Electric Pillar Cranes '

Northern Ohio Traction & Light Co. —

— Annual Report

— Dividends

—Earnings 134. 281.

—Rolling Stock 98.

Northern Power Co.. Power Plant

Northern Texas Electric Co. —

— Dividends

— Earnings

— Financial

Northern Texas Traction Co. —

— Earnings 134,

— Financial 584,

—Power Plant 190.

Northern Traction Co. —

— Power Plant

— Track and Roadway

Northwestern Elevated Railroad (Chi-
cago) —

—Cars

— Compensation Payments of Union
Loop

— Evanston Extension Opened

— Substation

— Track and Roadway

Northwestern Expanded Metal Co

Northwestern Foundry & Supply Co

Northwestern Interurhan Railway, Track
and Roadway

Northwestern Ohio Electric Railway,
, Track and Roadway

Northwestern Pacific Railroad —

—Rolling Stock

— Track and Roadway

Nuttall R. D., Co., Sleet Scrapers and
Wheels

Oakland. Cal., Combination Platform
Gate and Trap '

Oakland Traction Co. —

— Car Wiring Cables '

— Cars. California Type '

—Crane. Air Lift Jib '

I.I -Gallon Water Car '

— Power Plant

— Track and Roadway 56.

— Truck for City Service

Ocean Shore Railway. Track and Road-
way

l & Middletown Railway. Finan-
cial

Ohio & Southern Traction Co.. Colum-
bus. O.. Track and Roadway

i Hiio Brass Co

— Trollev Section Insulator '

Ohio Electric Railway

— Financial 221.

— Limited Service

— Substation 297.

— Track and Roadway SMS. 367, is:>.

Ohio Franchise Tax Bill

162

606

. n.i.. Trad i. •" Co., Dividends 192, 585

Ohmer. .John F.. Tickets as

diuni foi Street and Interurhan
Railwav Traffic «651

'hi Engines, Testing

OH Fill, i »426

Okanogan Electric Railwav. Track and
Roadway

Goldl '. City Railwav

and Roadway

Oklahoma City & Shawnee [nterurban

Ra iiwa > , Incorporated

( Melanoma i 111 j I Celt I ilm Ra llroad [ni di

porate I

Oklahoma City Rapid Transit Railway.

Trai i. and R I

. iklahoma El Reno & Shaw nee Rapid

Transit Co., Incorporated 633

Oklahoma- El Reno Intel

Co., Incorporated 580

Oklahoma Race Separation Law 245, 27.".

i Iklahoma Railwav —

— Rolling Stock 467

Track and Roadway 278

old Colons' SI rcl Railwav. Financial... r.xl
Oley Valley Railwav. Track and Road-
way

Olney, 111.. Track and Roadwaj 26. 222

. ..11, ih, 1 & 1 founcll Bluffs Railw

Bridge 1 ',,,. Fares .(ill

Omaha & Council Bluffs Street Railwaj

A. . i.lcnls. Avoiding fl39, 308

—Car House 134

—Claims. Methods of Handling 512

Dividends 59, 166

- Fare Redact s 161

- Five-Cent Fare Between Council Bluffs

and Omaha

— Mirrors for the Motormen

owl car Service 52

—Rolling Stock 664

Track and Roadway

26, 56, IX'.', 338, 397, 190, 581

Omaha ,V Nebraska Central Railway,

Track and Roadway 56

Oneida Railway. Trademarl *lx2

Oneonta & Mohawk Valley Railroad—

—Financial 37"

Rolling Stork 610

Ontario W r est Shore Electric Railwav,

Track and Roadway 26. 162 i

Operation —

—Belt Line Service f639

— Brooklyn Bridge Terminal 51. 211

' 'an-.- foi Studv of v22l'

— Chicago to New York bv Trolley I--

Meeting of Indiana Commission and

Electric Railway Officials. .2::.",. : 255. 306

— Mirrors for Motormen

— New Y'ork to Chicago by Trollev fliil

— Reducing Car Mileage t317

— Reducing Dead Mileage fl97

— Theater Train Service t33. 54

— Through Routes on Chicago Elevated

Roads 21

Through Routes on Surface Lines in

Chicago

— Train-Indicating Device. Gibbs *521

— Train Operation and Maintenance of

Was- Rules in Indiana

— Vigilance in Discipline F639

—Welfare Work on Ft. Wayne .x.- Wabash

Valley Traction Co 540

— Wrecking Jacks in Massachusetts...
Oregon Electric Railway —

— Catenary Constitution and Bonds *252

— Construction Plans 541

— Description " : 255. *258

—Financial 28, 551

— New Line Opened 23

—Substation 310

—Track and Roadway 309, 267. 162.. 190

Oregon Interurhan Railway. Track and

Roadway 606, 634

Oregon Rapid Transit & Power Co. —

— Incorporated 366

— Track and Roadway 463

Oshkosh. Wis.. Track and Roadway 56

Otis, Bonnell & Co 552

Ottawa. Ont.. Track and Roadway 463

Ottawa Electric Railway —

—Financial 192

—Rolling Stock 313

— Track and Roadway 189

— Wage Controversy 632

Overhead Construction —

— Oregon Electric Railwav *252

— Sectionalization *80. 84. 86

— Washington Baltimore >v_ Annapolis

Electric Railway *205

— With Bridges. Syracuse Lake Shore &

Northern Railway .167, *17l

— W r ith Improved Bracket tl67

Overhead Section Insulator for Trolley.

Ohio Brass Co *136

Owl Car Service

— Boston Elevated Railway

— Des Moines

— Omaha 52

—Toledo 12

Pacific Cast Railway. Track and Road-
wax- '

Pacific Electric Railwav —

—Financial 134

s An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

— Station at Monrovia, Cal *595

—Trails and Roadway 26, 162, 338, 397

Pacific Traction Co., Track and Road-

waj 634

Paducah Southern Electric Railroad,

Track and Roadway 57, -i'.tn

Paint Tests 198

— By G. B. Heckel 196

Pana Girard & Jacksonville Railway,

Track and Roadway 397, 132

Pantasote Co 135, 552

Paris & Subiaco Traction Co. —

— Incorporated 120

Track and Roadway :!ii!i

Paris Traction Co., Financial 519

Parkersburg Bridge Co., Incorporated . 661
Parks —

— Grand Rapids Railway *r,7. r ,

Ramona 52

South, in Michigan Railway. Near I

rien .Springs 1 ,::

— Toronto Railway. Scarboro Beach *357

Parlor Car Service, Mexico Electric

Tramways Co *47

Pasadena. Cal., Track and Roadway. .95, 162
Patterson Tool & Supply Co., Gala Anti-
Rattler I (evice *2S3

Paul Smith's Railroad, Track and Road-

way 26

Raul's Valley, Okla., Track and Road-

way 581

Paving with Wood +347

Pay-As- You- Kiit.-r Car Co 313, (93

I '.iv -As- Yoi i- Knter Cars —

— Chicago City Railway 264

— Chicago Railways Co *265

— Cleveland Electric Railway *424

— Des Moines City Railway 572

—For City Service. By T. J. Nicholl 35

— International Railway (Buffalo) .. .*37. 453

— Jewett Car Company Design *553

— Monterey Railway Light & Power Co..*239
—New York City Railway . .359. ,373, 393, 583

— Proposed Design. By C. B. Price *273

— Public Service Railway of New Jersey. *213

Fare Receiver *4S4

—Sale of Newspapers f347, 362, 428

—Semi-Steel. Cincinnati Car Co *423

Peekskill Lighting & Railroad Co.. Divi-
dends 98

Pen Dell. C. W.. Steam Turbine Plants. 120
Pendleton. Ore., Track and Roadway. 518, 5S1
Peninsular Railway. Track and Roadway _'7s
Pennsylvania, Report on Electric Rail-
roads 576

Pennsylvania Railroad. Medical Air Lock

Tunnels *469

Pensacola Electric Co. —

—Earnings 134. 370, 609

— Wage Increase Asked 91

—Strike 486, 545

People's Railway. Track and Roadway.. 96

Perfection Pipe Co 250

Peru, Ind., Track and Roadway 26

Petaluma & Santa Rosa Railway, Roll-
ing Stock 281

Philadelphia & Easton Electric Railway,
Effect of 2-Cent Steam Railway

Fares on Traffic 176

Philadelphia & Western Railroad. Rolling

Stock 192

Philadelphia I !o. I Pittsburg)—

—Dividends 225, 466

—Financial 192, 584, 609

Philadelphia Rapid Transit Co. —

— Accident 660

— Controversy with Employes 23. 51, 92

— Extra Charge for Transfers +556

—Hose Bridge *302

—Milk Traffic 580

—Rolling Stock 342. 552,610

— Sued for Electrolysis Damages 92

— Track and Roadway 95. 367

—Transfers 580, 633

Philadelphia Traction Co.. Dividends 342

Pinions —

— "Grade F," General Electric Co 612

— Scheme for Recutting *451

Pipe Threading and Cutting Machine.

Crane *638

Pittsburg. Pa.—

—Track and Roadway 189,397

— Pay-As-You-Enter Experiments +1

Pittsburg & Allegheny Valley Railway,

Financial 551

Pittsburg & Butler Street Railway —

—Express Coinpanv Contract 94

—Power Plant 368, 164

—Rolling Stock 552, 585

Pittsburg Automatic Vise & Tool Co.... 343
Pittsburg Canonsliurg ,V Washington
Electric Railway. Track and Road-
way 278. 432

Pittsburg Harmony Butler & New Castle
Railway —

Cars ...*254

-Track and Roadway 26. 397

Pittsburg Lisbon & Western Railroad,

Track and Roadway 278. 338

Pittsburg Railways Co. —

Bridge Toils 159

Double-Flow Steam Turbines. West-

inghouse *642

i es 25

Rolling Slock 664

—Transfer System 129, 161

— Wage Controversy

429, 460, 546. 579. 605. 631

Pittsburg Underground Railway. Incor-
porated 517

Pittsiiell Street Railway. Track and

Roadway 367

Pleasantville Traction Co., Track and

Roadway 549

Plymouth Carver & Wareham Street

Railway. Financial 519

Poles—

—Painting, Near Switches f587, 640

— Railway. Telephone and Lighting 659

—Steel, Milliken *345

Porter. H. F., Failures of Reinforced

Concrete 461

Porter Manufacturing Co. —

Electric Track Switch "315

— Solenoids and Magnets 253

Portland, Ore.. Track and Roadway 606

Portland Eugene & Eastern Railway—

—Power Plant 131

—Track and Roadway 26. 96, 309

Portland Railway Light & Power Co. —

— Advertising Methods 576

— Boarding Railroad's Incoming Cars by

Passengers 219

—Dividends 342

— Fare Reduction Contested 336

— Financial 584

—Power Plant 607

—Rolling Stock 281, 552, 664

—Substation 490, 662

—Track and Roadway 310, 367

Portsmouth & Exeter Street Railway,

Fares Advanced 395

Potomac Valley Railway. Incorporated.. 462
Pottstown & Reading Street Railway.

Track and Roadway 367

Pottsville Union Traction Co.. Track and

Roadway 464

Power Distribution, Feeder Loop. Los

Angeles Railway *543

Power Plants —

— Automatic Synchronizing 329

— Boiler Practice 176

— Central Pennsylvania Traction Co....*455

— Economizer. Green 344

— High-Voltage. Design of 52

— Preliminary Plans tl02

— Remodeling. Jacksonville Electric Co..*589

— United Railways of St. Louis *480

—Utility of Second-Hand Machinery t588

— With Turbines —

By J. L. Hecht 125

By C. W. Pen Dell 120

Power Specialty Co 29, 165, 252

Prairie State Traction Co., Track and

Roadway 549

Pressed Steel Car Co

29, 135, 165. 250, 493, 520, 552

Preston Car & Coach Co 60, 313, 342

Price, Charles B., Proposed Design for

Pay-As-You-Enter Car *273

Price. Charles F., Promotion of Traffic. 115
Priest Rapids Railway. Track and Road-
way 56

Promotion of Traffic tl39

— Aurora Elgin & Chicago Railroad.... *14

— Conestoga Traction Co *327

Prosser Traction Co., Track and Road-
way 131, 432, 464

Protective Tread Co 343

Public Relations t523

—By E. B. Grimes 118

— Public's Debt to the Public Service

Corporation. By W. R. Putnam.. 88
— Relations Between Banker and Engi-
neer. By J. C. Kelsey 452, t472

—United Railways & Electric Co. (Balti-
more) 91. 276. t285, 362. 393, 578

Public Service Commission for Chicago

Proposed 90

Public Service Corporation of New Jer-
sey, Dividends 434

Public Service Laws of Wisconsin. By

B. H. Meyer 559

Public Service Railway (Newark. N. J.) —

— Cars, Pay-As-You-Enter Type *213

Fare Receiver *484

—Financial 399. 58 I

— Pupils' Identification Cards 1st

— Track and Roadway 309, 549

Publicity, Value of t471

Publicity Through Advertising fl40

Pueblo & Arkansas Valley Electric Rail-
way, Track and Roadway 96, 162

Puget Sound Electric Railway —

—Earnings 134. 342, 636

— Parlor Car Service 336

—Track and Roadway 222, 432, 549

Puget Sound International Railway it-
Power Co.. Track and Roadway... 24S

Pullman Co.. Orders 371, 100, 193, '

Pump. Circulating. Allis-Chalmers L's I

Pumping with Air Compressors *166

Pumprey, Thomas. Broadway Car House.

International Railway *476

Purchasing, Value of Consulting Engi-
neer in t613

Purchasing. Value of Cost Data +614

Putnam, W. R.. Public's Debt to the

Public Service Corporation 88

Putnam & Westchester Traction Co.,

Track and Roadway 162

Quebec. Que.. Report on Cause of Bridge

Failure 319

Quebec & Saguenay Electric Railway,

Track and Roadway 310

Quincy, Cal., Track and Roadway 189

Quincy Horse Railway & Carrying Co.,

Rolling Stock 281, 342

Quincy, Manchester. Sargent < 'o

250, 282, 493, 585

Railroad Supply Co 493

Rails. Guard 1588

Railway Blue Book *377

Railway Materials Co 585

Railway Specialty & Supply Co 99, 251

Railway Steel-Spring Co 343, 552

Ralston & Le Baron 193

Rapid Transit Co., Incorporated 633

Rates, Freight —

— Joint Steam and Electric Railways. 24. + 43S

— Joint Steam and Electric. Chicago &

Milwaukee Electric Railroad. .. .54, +64
— United Traction Company of Albany... r.sn

Raymond Concrete Pile Co 343

Real Estate Improvement Co., Wattles

Electric Floor Surfacer *403

Receiverships —

— And Foreclosures During 1907 8

— Chicago-New Y'ork Air Line Railroad. 305
— Chicago & Milwaukee Electric Railroad

17, 156

Red Bud & Belleville Interurban Rail-
way, Incorporated 130

Redlands & Yucaipe Electric Railroad.

Track and Roadway 549. 634

Redlands Central Railway. Track and

Roadway 189, 464

Red Oak & Northwestern Interurban

Promotion Co., Incorporated 547

Refrigerator Car, Ft. Wavne & Spring-
field Railway *330

Registers —
— Fare —

Rooke Automatic 469, 495

Tec «32

Richmond & Chesapeake Bay Railway,

Single-Phase Equipment *298

Richmond & Winchester Interurban Rail-
way. Track and Roadway 432

Ridge Avenue Passenger Railway, Divi-
dends 370

Ridgway Dynamo & Engine Co 342, 371

Roanoke Railway & Electric Co. —

— Power Plant 250

—Track and Roadway 310. 464

Robertson, W., & Co.. Steel Wool Jour-
nal Packing *227

Robins Conveying Belt Co 343

Rochester Corning & Elmira Traction
Co.—

—Track and Roadway 464, 549. 634

— Financial 663

Rochester Railway. Dividends 28, 399

Rochester Railway & Light Co. —

— Dividends 98. 281

—Financial 98, 281, 519, 636

Rochester Scottsville & Caledonia Elec-
tric Railroad, Track and Roadway. 634
Rochester Syracuse & Eastern Railroad —

— Financial 341

—Rolling Stock 192. 226. 342

Rock Island Southern Railroad. Track

and Roadway 222

Roebling's. John A., Sons Co 251

Rogers. S. C, Classification of Operating

Expenses 558

Rolling Stock —

— Development in Design +2

—Ordered in 1907 +3, 5

Rome & Osceola Railroad. Track and

Roadway 634

Roofbestos Manufacturing Co 637

Rooke Automatic Register Co.. Auto-
matic Register and Fare Collector.

469, 495

Rosenberger, J. L.. Recent Electric Rail-
way Legal Decisions. 21. 49. 89, 243,
304, 331, 361. 392, 45S, r, II, r,77. 602, 629

Rossiter, MacGovern & Co 193

Royse, Daniel, Depreciation in Electric

Railway Accounting 508

Rural Electric Railway & Power Co.. In-
corporated 396

Russell Car & Snow-Plow Co., Orders... 192
Rutland Railway Light & Power Co. —

—Financial 370. 585

—Rolling Stock 467

S-K. Missouri Cypress Co 165

Safety Car Coupler Co 60

Saginaw Owosso & Lansing Railway.

Track and Roadway 490

Saginaw Valley Traction Co.. Effect of

2-Cent Steam Railway Fare on

Traffic 76

St. Charles Street Railroad, Dividends.. 59
St. Francois County Electric Railway.

Track and Roadway 131

si Joseph & Stratford Radial Railway,

Track and Roadway 248

An asterisk indicates maps, portraits or other illustrations. +A dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

si Joseph Railway Light Heat .\ Powei
Co.—

I lividends

—Trail Car Operation +374, '

— Power Plant

St. Joseph Valley Traction Co.. Track

and Roadway

St. Louis, Mo.—

— Tax Ordinance Sustained

— Track and Roadway

- United Railways—

Power Generating and Distributing

Systems '

Traffic During L907

St. Louis Car Co

— Cars —

Semi -Convertible, Utah Light & Rail-

w;iy i '.i '

Pittsburg Harmony Butler & New

Castle Railway '

— Orders

134. 16.",. 192, 225. 313, 467, 585,

St. Louis Electrical Show

St. Louis Montesano >v Southern Rail-
way —

— Passenger station

— Track and Roadway 248,

St. Louis Surfacer & Paint Co

St. Louis Torre Haute & Quinoy Traction
Co., Track and Roadway

St. Matthews. S. C, Track and Roadway

St Paul City Railway, Rolling Stock..

st. rani Minneapolis & Seattle Electric
Railway. Incorporated

St. Petersburg, Russia —

— Rolling Stock

— Electrilication of street Railways

St. Tammany & New Orleans Railway &
Ferry Co.. Track and Roadw.n a;,

Salem, (ire.. Track and Roadway

Salisbury & Spencer Railway. Substa-

ti,

Salt Lak. ,v i >g,loii Railway. Track and
Roadway 397. 549,

San Angelo. Tex., Track and Roadway..

San Angelo Power & Traction Co.. In-
corpora ted

San Angelo Traction Co. —

— Power Plant

— Track and Roadway

San Antonio 'reaction Co., Rolling Stock.

San Bernardino Valley Traction Co.,
Power Plant

San Diego, Cal.. Track and Roadway..

Sandusky Norwalk & Mansfield Electric
Railway. Rolling Stock

San Francisco. Cal. —

— Ordinance to Regulate Service

— Subway

San Francisco & Bay Counties Railway.
Incorporated

San Francisco Oakland & San Jose Con-
solidated Railway —

—Rolling Stock

— Track and Roadway 338,

San Francisco Vallejo & Napa Valley
Electric Railway, Track and Road-
way

Sander

Sanderson & Porter

San Jacinto. Cal.. Track and Roadway..

Santa Ana Tustin & Huntington Beach
Railroad. Track and Roadway

Sapulpa & Interurban Railway

Sarnia Street Railway. Rolling Stock....

Savannah. Ga.. Schedules

Savannah Electric Co.. Earnings. 134, 341.

Schedules —

— Boston & Worcester Street Railway...

— Boston Elevated Railway '

— Savannah. Ga

Schenectady Railway —

— Financial 341,

— Substation

— Track and Roadway

— Withdrawal of Commutation Tickets...

Schmock, E. L., Classification of Operat-
ing Expenses

Schoch, Eugene P., Review of Timber
Preservation t555,

Schuylkill & Dauphin Traction Co.. Incor-
porated

Schuylkill Railway Co., Financial

Scioto Valley Traction Co. —

— Dividends

—Effect of 2-Cent Steam Railway Fares
on Traffic

— Financial

Scranton Railway. Power Plant

Seattle, Wash.—

— Superintendent of Public Utilities

— Track and Roadway 2fl,

Seattle Electric Co. —

— Dividends

—Earnings 134. 22."..

—Financial 133.

— Improvements During 1907

— Power Plant

—Rolling Stock 134,

— Track and Roadway 338, 397. 607.

Seattle Snohomish & Everett Railway —

— Incorporated

— Track and Roadway

Seattle-Tacoma Short Line. Track and
Roadway

Securities, Improvement In the Bond

Market t613

37ii Seelov, Garrett 'I'.. South Side Kloyated

3Xil Railroad Extensions •2tl!l

490 Sellers. William. & CO.

—Car \VI I Boring Mill "522

189 — Universal Tool Grinder «430

Service —
630 —Betterment, Chicago Railways Co 220

606 — Brooklyn Rapid Transit Co. Ordered to
Increase Service 94

— Funeral Car Service in Mexico.... 326

'480 — Interruptions f255

186 — Limited, Between Cincinnati and Daj

13.". ton 129

— Live and Head Trailers +374

— Louisville Railway 54

I" : Metropolitan SI reel K.nlyy a , Kansas

City 219

'251 Mexico Street Railways *231

—New Orleans Railway & Light Co 277

664 — New York City. Improvement Ordered 25
275 -Now York City Public Service Com

mission Orders 307

— New York Public Service Commission

281 Investigation 130,516

549 —Owl Car—

60 Boston Elevated Railway "329

Des Moines City Railway 54, 220

367 Omaha & Council Bluffs Street Rail-

397 wav 52

250 Tole 10, 129. 336

-Parlor Car, Paget Sound Electric Rail-

94 way 336

— San Francisco. Cal.. Ordinance 52

131 -Sight-Seeing I'ars in Mexico »326

151 — Theater Trains, Spokane & Inland Em-
pire Railroad t33, 54

5411 ■ — Through. Between Indianapolis and

464 Louisville 499

— Through, Indianapolis to Torre Haute... 128

635 Shamokin & Mt. Carmel Transit Co..

Power Plant 397

607 Shaw. James P., & Co 343

222 Sheboygan Light Power ,V- Railway Co.,

Financial 585

606 Sheffield Co.. Rolling Stock 610

Shelby Steel Tube Co 99

310 Sheridan. Wyo., Track and Roadway... 367

310 Sherwin-Williams Co 552

281 Shop Equipment, Expansion of +556

Shop Practice —

368 —Allegheny Valley Street Railway *10

26 — Armature Banding Device *354

— Armature Repair Shop Methods «565

467 —Armature Truck *360

— Car House Records and Terminal

52 Cleaning 1406, »410

18 — Economy t613

— Plaster of Paris Models »297

247 —Practical Hints. Bv H. P. Clarke *23S

—Practical Motor Coil Making *627

— Recutting Pinions, Indiana Union Trac-

435 Hon Co *451

432 — Repair Records, United Railways &

Electric Co. (Baltimore) *526

— Repair Work Record, United Railways

131 & Electric Co. (Baltimore) '327

+1 — Saving Oil and Brakeshoes .229

251 —Small Roads tl

490 —Track Lavout t497

— Travel Hoists at Tampa. Fla *390

367 — Trollev Wheel Arbor *303

424 —Useful Schemes »533

342 — Whitening Floors with Lime *474

94 Shop Tools, Motor Driven t471

636 Shops—

— Arrangement of Tracks .437

160 — Indiana Union Traction Co 105

329 —Location of Motors U01

94 — Repair, Indiana Union Traction Co.,

Anderson, Ind 164, *67

466 — Repair. York Railways Co *440

310 Shore Line Electric Railway. Track and

581 Roadway 339

335 Short Line Terminal Co.. Incorporated.. 396

Shovel. Electric. Vulcan Iron Works. .. .f316
408 Shreveport, La., Track and Roadway.... 96

Shreveport Suburban Railway. Incorpo-
568 rated 277

Shreveport Traction Co., Transfer Litiga-

547 tion 129. 170

133 Shrewsbury, Pa.. Track and Roadway...

189. 51S

466 Sidney & Glace Bay Railway. Power

Plant 131

124 Signal System. Telegraph. Bv Cnauncey

636 P. Button *117

464 Signals—

— Hudson & Manhattan Railroad Tunnels 293
487 — Market Street Elevated Railway, Phil-

248 adelphia t229

— New York Subway, Arnold Report 355

370 — Train-Indicating Device, Gibbs «521

636 —With Oil Lights, Blake «284

663 Signs. Painting Poles Near Switches. 1587. 640
109 Single-Phase—

339 — Construction Statistics f 285

664 — Equipment for Branch Line of New
662 York New Haven & Hartford Rail-
road 52

547 —Hanover * York Railway *2S8

607 — Railway Motors for Locomotives

*75. 84. 85, 86

662 — Richmond & Chesapeake "Ray Railway. *298

Washington Baltimore & Annapolis

Electric Railway U98, «200

Sioux City, la.. Track and Roadway.... 549
Sioux ('it. Traction Co., Track and

Roadway 278

Sistersville, \v. Va., Track and Roadv i

Sleet Brush, Third-Rail »485

Sleet Scrapers and Wheels. Nuttall '126

hi E I > I'oyvet den

Distributing Systems. United Rail-
ways Company of St. Louis »480

Smith ,y W'allae... i odors

Smith. Peter. II.;, t, , l •,,

— Heat.r Equipments *138

Snohomish Valley Railway —

—Rolling Stock 585

Track ami Roadn a; 60

Solenoids and Magnets, Porter Manufai

turing Co 253

Soni n Bend -Raymond Electrli I !o Ti ai I

ami Roadway 96

South Bethlehem .v.- Saucon Street Rail-

yya-

Rolling Stock 131

— Track and Roadway 57

Soul h Memphis 'reaction ,y Elect ra. Co.,

Track and Roadway 164

South Morgantown Traction Co., Track

.and Roadway 662

South Richmond Railway. Track and

Roadway 190

South San Joaquin Improvm '..

Incorporated 488

South Side Elevated Railroad (Chicago) —

— Accident 460

— Annual Report 142

— Dividends 342

— Extensions and Improvements 169

—Financial 224. 312

— Increased Expenses 1 6 .

Southern Car Co 226

Southern Colorado Power & Rnilua
Co.—

— Incorporated

— Track and Roadway 131

Southern Michigan Railwa]

— Park Near Berrien Springs 153

— Track and Roadway 96

Southern Railway Supply Co 282

Southern Street Railroad, Incorporated.. 94
Southern Traction Co.. Track and Road-
way 662

Southern Wisconsin Railway, Bond Issue

Approved 4."

Southwestern Traction Co.. Rolling Stock 313
Sparta-Melrose Electric Railway &

Power Co., Track and Roadway.... 607
Spokane. Wash.. Inland Empire System,

Advertising Cards *211

Spokane & Inland Empire Railway —

—Financial 133. 399

—Theater Trains t33. 54

— Track and Roadway —

222, 24S. 367. 432. 490. 585

Spokane & Newport Electric Railway.

Track and Roadway 26

Spokane Traction Co., Rolling Stock 585

Springfield Clear Lake & Rochester Elec-
tric Railway. Track and Roadway 518
Springfield Consolidated Railway, Sta-
tion 664

Springfield Railway & Light Co.. Divi-
dends 399

Springfield Street Railway —

—Fares 93. 219.364

—Financial 59. 98. 585

— Freight and Express Service 220

— Freight Cars of Steam Roads Operated 129

— Power Improvements *359

—Track and Roadway 57. 367

Standard Paint Co 193. 552

Standard Steel Tie Co 400

Standardization. Clearance and Third

Rails +33

Star Brass Works 60

Starr Brass Co.. Kalamazoo Trolley

Wheels 401

Stark. N. M.. Reinforced Concrete in

Electric Railway Work all

Starring. M. B.. Interstate Commerce

Commission System of Accounting. 594
Stations and Buildings —
— Office Building. Duluth Street Rail-
way *456

— Pacific Electric Railway at Monrovia,

Cal '595

— Shelter Stations, Duluth Street Rail-
way *292

Statistics —

—Canadian Electric Railways for 1907.. 104
— Receiverships and Foreclosures Dur-
ing 1907 8

—Rolling Stock Ordered in 1907 .3.

—Track Construction in 1907 f3

Steam Railways —

— Construction During 1907 17

—Effect of 2-Cent Fare on Electric Rail-
way Traffic +65. 75. 124. 176

Sterling-Meaker Co 282

Steuhenville * East Liverpool Railway &
Light Co. —

— New Construction 291

—Track and Roadway 222. 634

Stewart. John A., Electric Co 585

'An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

Stillwater Power & Railway Co., Incor-
porated

Stone & Webster Companies —

— Earnings and Expenses

— Executive Offices *

Stover Motor Car Co., Passenger Motor

Car

Strang Gas-Electric Car Co.. Motor Car.

Stratford, Ont., Track and Roadway

Street Railway Journal, Consolidation
with Electric Railway Review

Strike-Breaking, Louisville Railway Co.

Strikes—

— Chester Traction Co

4S7. 515, 54.-,, 579.

—Cleveland. 578, 630,

— Indiana Union Traction Co

23, 51. 128, 244,

— Municipal Traction Co. (Cleveland)....
578, 630,

— Pensacola Electric Co 186,

— Threatened, Chicago Railways Co

— Wilmington City Railway

Stroudsburg & Water Gap Street Rail-
way —

— Power Plant

—Track and Roadway 190,

Stuart- Ho wland Co

Substations —

— Feeding Portable

— Portable, United Railways of St. Louis.

Subways —

—Brooklyn, N. Y 57S,

—New York City 91, 127,

218, t317, 393. 428, 459. 1 471. 486,
Capacity. Arnold Report

Cars, Arnold Report t255,

New Route *19,

Signals. Arnold Report

Track Improvements

— Proposed Between Philadelphia and
Camden

Sullivan, J. L. —

— Home-Made Oil Filter

— Lubricator

— Repairing of Commutators

Swallow Falls Electric Light & Power
Co., Track and Roadway

Swedish Railways. Electrification

Swetland Publishing Co .

Switzerland. High-Tension Direct-Cur-
rent Railway

Symington. T. H.. Co 400,

Syracuse & Suburban Railroad. Rolling
Stock

Syracuse Lake Shore & Northern Rail-
road. Overhead Construction, with
Bridges tl67,

Syracuse Rapid Transit Co. —

—Dividends 28. 98,

—Financial 133,

— Trademark

Synchronizing. Automatic

22S
'454
190

T-Rail Track Construction. Bv Mark

Lowd *598

Tacoma, Wash., Power Plant 163

Tampa & Sulphur Springs Traction Co..

Track and Roadway 26

Tampa Electric Co. —

— Dividends 585

—Earnings 134, 341, 609

—Shop Practice *390

Tariffs—

— Local and Joint Freight. Toledo Urban

& Interurban Railroad 187

— Uniform System of Filing in Indiana. . 160
Taunton & Pawtucket Street Railway.

Fares 272

Taxation —

— Indiana Railways 516

— Minnesota Electric Roads 307

— Public. Bv Judge Dennis Dwver 119

— St. Louis Tax Ordinance Sustained.... 630

—United Railways Co. of St. Louis 394

Taylor. R. C—

Anderson Shops, Indiana Union Trac-
tion Co *67

—Fundamental Brake Rigging 114, fl39

Taylor, Tex., Track and Roadway 464

Taylor & Fenn Co 343

Taylorville, 111., Track and Roadway 397

Taylorville Electric Railway —

— Incorporated 547

-Track and Roadway 607

Taylorville Street Railway Light Heat &

Power Co.. Track and Roadway.... 397

Telegraph Signal Co 313

Templet Marker. Los Angeles Railway ... *543
Tern Haute & Merom Traction Co.,

Track and Roadway 57

Terre Haute Indianapolis & Eastern
Traction Co. —

ares 277

— Power Plant 190

— Through Service. Indianial 225

— Track and Roadway 222

Winona Interurban Railway —

—Financial

Steam Railways Refusi to Interchange

Traffic

— Track and Roadway

131, 163, 190 27S

Wisconsin. Public- Service- Laws. By B.

H. Meyer 559

Wisconsin Engine Co 282, 313

Wood. Charles N., Co 4K7

Woo.] River East Alton & Bunker Hill
Traction Co. —

— Incorporated 606

— Track and Roadway 607

Woodman. R.. Manufacturing Co 313

Woodstock & Svcamore Traction Co., In-
corporated 488

"An asterisk indicates maps, portraits or other illustrations. tA dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

W Istock Marengo Genoa & Sycamore

Electric Railway, Track and Road-
wax- 190

Worcester Consolidated Street Railway —

— Electrolysis Suit , 306

— Fares 237

— Financial 2S

Worcester Railway supply Co., Double-

Acting Fenders *402

Wrecking Jacks t555

Wright, W. H. S., Supply Co l'l's

Wyckoff Pipe ,v Creosoting Co (61

Yakima Intervalley Electric Railroad —

— Incorporated 220

—Track and Roadway , 607

Yakima Valley Transportation Co., Track

and Roadway 26. 549, 582

Yazoo City Light Water & Sewerage

Plant. Rolling Stock 60

Y'ork & Shrewsbury Electric Railway.

Track and Roadway 368

Y'ork Haven Water Power Co.. Power

Plant 607

Y'ork, Pa., Track and Roadway 464

Y'ork Railways Co. —

—Effect of 2-Cent Steam Railway Fares

on Traffic 124

— Hanoyer & York Single-Phase Railway. »228

— Repair Shops *440

—Track and Roadway 549, 635

Y'oungstown & Ohio River Railroad,

Track and Roadway 397

Z
Zelnieker Crayon Works 251, 435

PERSONAL

Abbott, Jack 58

Ackerman. J. Waltei

Ackerman. Martjn.27, 491

Adams. H. H. . ,.»608, 635

Ager, J. W 29

Ahorn. H 163

Allen, H. C 635

Allen. John 223

Anderson, A. A 132

Anderson. Samuel . . 519

Andrew, J. M 279

Andrew, James D... 132

Angus. S. F 280

Apperson, R. D 97

Arnold. R. M 132

Atwood, W. B 51S

Averill. E. S 313

Avars, David P 635

Bailev, W. P L32

Baldwin. C. 1' 97

Baldwin. Waltei- H. .. 552

Bangert, .1. J 608

Barbour. F. F 310. 398

Barnes. A. A 368

Barr, Thomas Carson 280

Barron. Adolph M «433

Barton. Guv C 96. 132

Belding. R. A 132

Bennion. Lisle .' 163

Benson. Fred M 279

Bergdoll, Louis J 251

Berry, Frederick S...*491

Bibb. Judson 223

Bieghler, E. B 132

Bigelow. Horatio .... 519

Bilbro, O. R 58

Bimrose, A. S 491

Bleecker. John S.223. 311

Blondell, M. J 164

Blowitt, T. F 163

Boardman, William P. 662

Boileau. W. E 223

Botsforcl. Geis 132

Bougher, Howard M.. 368

Rougher. Josia K. 340. 368

Bourne, Frederick G. 550

Bo wen. A. P 250

Bovdland. Miss R.... 519

Bovnton. E. C 491

Bramlette. J. M 249

Brashears. John W.. 371

Breckenridge. A. I 58

Bremer. Eugene 96

Brigger. G 249

Brill, John Albert

400, 127

Brine. G. W. 163. 224. 279

Bristol, William H... 493

Brock way. W. B 369

Brow. Henry W 550

Brower, Joseph 60S

Brown, A. J 96

Brown. Frank H 223

Brown. G. W 58

Brown. R. W 51S

Brush, Matthew C...*384

Buchanan. C. B 340

Buchanan. F. T..3ln. :;?,'i

Buchanan, Grant ... 582

Bullock, Rockw 1 II. :;::■<

Burgess, Daniel E... 279

Burkhardt. F. A

368. *39S. 491

Burns, C. F 608

Busby, William *3R9

Bush, S. S :,s

Bush. Willard K.... 585

Bushel, Henry :,N

Butler, William M. .. "11

Byrne, J. V 163

Caklerwood. J. F. . . 133

Calvert. Harrv S I'm,

Cameron, D. W... 339

Cannon. T>. B 662

Carll. D. S 368. 39S

Carothers, J. A 249

Carpenter. F. L) "106

Carr, C. E. A 583

Carr. George R 371

Cartwrigtit, James W..

Jr 608

Cassidv, P. F 249

Chambers, W. S 635

Chaplin. James C. . . L'79

Chapman, G. F 97

Child. Arthur E 311

Childs, T. M 465. 519

Chubbuck, H. E 249

Clark. A. T 635

Clark. Harold A 371

Clark. J. P 249, 279

Clarke, H. J 27

Clarke. H. P 369

Cleary. John J 279

Clemens, P 58

Clift, P. E 339

Coates. Frank R 282

i -,,1,1.. Bernard C 519

Coen, F. W 190

Collins. George L 518

Collins. J. F 465, 519

Colvin, Joseph ...249, 339

Compton, C. S 368

Comstock. A. W

5S2, 5S3. 60S

Cooke. R. W 582

Cooley. Frank 433

Corrigan. Bernard . . . 190

Cosper, W. P 135

Crabbs. J. T

Crafts. P. P. 491. *500. 550

Crane. C. F 27, *5S

Crawford, Alexander

L 97

Crawforl, C. M 518

Crawford. W. C.339, *39S

Crecelius, Lawrence.. 582

Crillev. William 465

Cushing, Louis E. .58, 96

Dalton. Charles H... 340

Dalton, Henry C 223

Dasent, Bury Irwin . . 635

Davies, Henrv J 582

Davis. W. E 662

Deal, E. C 310

Dee, William V *282

Denman. C. A 27, 250

Derr. William L 465

Diebell, D. C 310

Dimmick, E. S 58

Dolan, Peter C..163. *224

Donecker. H. C 27

Donovan. Henry 519

Downs. E. E *340

Doyle. James J 27

Dozier. Melville. Jr.

465, »491

Draper, N. C 635

Duck, J. J 249

Dunlap; A 368

Dunlop. George Thomas

190, 36S

Dunston, W. J ?49

du Pont. A. B 582

Dutton. A. N 433

Dwyer, William Dudley

163

163,

I'lll

Emerson. J. B

552

Emerv, Joseph

■',

Enright. J. M

465

F.uker. George W

871

Evans, A. Y'

Evans. Frederick .

223

Filer, t 'harles

Finigan. Thomas... 96.

Fischer. L. E

Fish, Williston

Fisher. H. A 279. '

Fitts. D. H

Fitzsimmons. Thomas

Floy, Henry

Flvnn. Simon R. . .

Folsom. E. C

Foster. E. C

Foster, Horatio A.
Fothergill. H. R. .
Fowle. Frank F. .
French, Lester G..

311
635

372
664
249
519
518
520
583
371
29S

i lab-. Hubert

Garrett. T

Garton. W. R

Gaver. -Herman

Gaw, L. R

Gennet. C. W., Jr. . . .
Gerberich, Dennis G..
Gerhardt. P. W. .249,

Gerke. Jacob

Gibbs, W. A

Gillespie. Henry F. .

Gillette. A. L

Gillette. J. C

Gils, Arthur J

Glenn. Thomas K.163,

Glenn. W. H 163.

Glover. Benjamin H.

310.

Golliday. L. M

Gordon. D. A

Goss. William F. M.

Graham. James

Graham. John R

Grant, Howard F....

190. 465.

Graves, C. E

Greeley, John E

Green, Francis C . . . .

Green. H. C

Green. Thomas

Green, W. E

Griffin. P. H

Guthrie, Ira E

Farmer. Thomas. Jr.. 60

Farrington. H. K 279

Fassett. Edgar S 310

Felton, S. M 249

Fielder. George 279

Haigh. Henry A. 582. *608

Haigh, Samuel 550

Haldenwang, John M. 519

Hallett, R. C 98, 135

Hamilton. Charles . . 190
Hamilton. Frank T.. 96
Hamilton. George E. 368

Hamilton, R. B 249

Hammond, F. H 163

Handlon. Joseph H.96. 97

Hanna. J. B 190. 223

Hansen. J. H 223

Hapgood. Richard . . 223

Harder. J. A 190

Harding. C. F 223

Harrington, Daniel K.

368

Harrington. L. W.... 58

Harris. A. H 310

Harris. R. W.163. 491, 550

Harris. W. D 279

Harrison. H. C 39S

Havens. V. L 223

Hawley, C. S 371

Haves, R. R 96

Havnes. L. C 433

Havward. A. H 519

Heim. J. J 190

Heins. .1. L.223, 249, »280
Hendersbot. E. W. . . 368
Hendricks. Wavne . . 368
Henrv. Frank R.*369. 398

Herdicker. D. H 662

Hewes, A. M 368

Hewitt. C. F 433

Hewlett. A. M 29, 60

Hilton, George P 491

Mine. Edwin Warren. "27
Hippee. George B... 223

Hiscoek. Albert K. . . 465
Hiscock, Fldelio K.. 550
Hodgkins, Edward W. 493

Hoffman, F. D 249

Holden, Willis 550

Hoover, William H.. 340
Hopkins, Marcellus . 58
Hopple, George E... 164
Horton, Walter H.465. 550

lb in,k, Charles B 33:1

Hough. Robert 433

Howard. R. M 96

Hubbard, W. S 433

Hubbard, Ward 368

Huff, S. W..249. 280. 340
Huggins. Charles M. 339
Humphrey. John .... 662

Hunt. H. H 310

Huntoon, J. G 583

Huston. J. C 279

Hutchinson. Frederick

L 368

Hyman. Edgar H 491

Insull. Samuel 132

Irwin. E. J 491

Irwin, Joseph 1 132

I vers. Harry B 608

Jackson. Alexander

311

Johnson, James W..

435

Johnston. J. F

132

Jones, William

369

Jordan. A. W

*9'i

Keegan. George

279

Keep. Charles Hallam

465,

518

Keller, E. E

493

Kenworthv. Charles A.

433,

491

Kephart, C. I

Keys, S. Butler

Kilman, W. O

46b

Kilpatrick, J. C

Kinch, Melvin J

King, R. W 249,

339

King, Thomas C

868

Kirby. J. F

550

Kirk, Edward B.310.

840

Kirkpatrick, E. F. . .

Kirkpatrick. W. E. . .

190

Kirkwood, M. W

Knox, George W

Kreidler, William A.

467

Lambert. H. M

Lane. Horace H

Larcey. W. P

Lardner. James F.582.

Larson. J. O

Lavollo. J. T

Lawless. Richard T..

Lawson. W. C

League. James R . . . .

Le Baron. A. T

Lehman, J. S

Leonhauser, H. A...

Lewis, Myron H

Lewis, William Thomas
Ledvard, James R.190.
Ligon, Robert E. .163,

Lillie, E. E

Lindall, John

Linn, Arthur L., Jr. .

310,

Livermore, S. B

Loeb. William, Jr....

Loftus. M. J

Long, William ...550,
Lord, Franklin B. . . .

Lott, Frank M

Low, Fenwick E

Lucas. S. B

Lugar. J. C 63,»

Lukes. J. B 465, *518

Lyall. Willard L -165

McAndrews, A. J 582

McArthur. Robert ... 550
McAulav. Murdock...

132. 224

McBroom, L. R 550

McCalman, R 96

McCarthy. E. C 310

McCaulev. M 58

McCloskey. Hugh. 279, 518

McCIoud. W. F 310

McColgin, Harry 368

McCotter, F. L 163

McCoy. Frank 279

McCray. Lee H..368, 433
McCredie, James .... 58
McDermott, Allan L. 132

McDonald, J. W 465

McFarland, Louis.... 165
Mcintosh, Frances A. 343
Mclver, Alexander... 368

McKeever. J. P 58

McLean. A. R 662

Macleod. George 58

McWhirter. J. S 249

McWhorter, W. A... 96
MacGovern, Frank... 467

Ma, -Wolff. J 550

Madill, Thomas 435

Magee, C 339

Mahan, S. E 279

Maher, Charles A.... 552
Maher. Edward A.... 58

Mains, Jefferson 279

Maish, A. G 223

Mann. Arthur H 163

Manning, Lawrence.. 96

Marsh, F. J 27

Martin, Fred A 223

Mathes, L. D "550

Mayo, John C 279

Meilor. John 662

Meloon. W. G.279. 310. 465
Mendenhall. B- W. . . 608
Meredith. Wynn .... 251
Middleswart. J. A . . 339
Millen, Thomas . .340. 368

Miller, G. E 96

Miller. Hugh T 132

Millspaugh. J. L.282. 550

Mitchell. A. E 467

Monell. J. E 132

Moore, A. R 190, 279

Moore, Clifford B 60

Moore, G. F 310

Mordock, Charles T.. 250
Morgan, James W... 58

Morrill, C. K 58

Morrison, W. B 249

Morse. George F 27

Moser, A. G 27

Mosser, George K... 58
Mountney, Louis H.. 27

Mulks. G. W 635

Mullanev, Thomas F. 60S

Monger, E. T 369

Munroe, Thomas 223

Munsell. Eugene 552

Murdock, H. D 223

Murphev. Charles A. 519
Murphy', John Z 223

Nash. J. L 223

Nathan, Clifford .... 371
Neereamer. Albert L.

.96,
Nichols, Othniel F..

North. J. E 58,

Nutt. H. W

Ofverholm. Ivan

Ogelby, A. C

Olmstead, John B

Osborne. H. C

Ostenieier. George

•433
224

•132
193

518
518
465

"An asterisk indicates maps, portraits or other illustrations. 1A dagger indicates an editorial.

ELECTRIC RAILWAY REVIEW

Pagan, IF W 58

Palmer, C. E 223

Pain er, L. H..., (65

Parry, William C. 340
Parsons, I Cosmer Buck

Ingham 608

Patten, Paul B...2S0, 193

Patterson, William 11. 97

Pawling, i ; ge !■'... Ml

Paxson, Levi 27

Peabody, Pram Is S. 368

II G 16"

Pettj I rerbert C... (137

Pevear, J S 'I'

Phill ire, W. I:

Pien e, G C... 133

Pitcher, William A 63i

Polk ii ii i::'
Folk. Jefferson S

Pontius, D. w t;:i. r .

Pope, J. R 58

P -i E V 339 368

Potter, E K 165, I .

Potter, II S 27

Power, William W 165

Pratt, George E 610

Price, .1. Boyle 518

Price, William E

Pruyn Robert C 193

Quest. I [arry C 520

Ra Irliffe, George

Tj..

582

Ralph, A. C

:it;

Ralston, C \

193

Kauisav, Gordon

(65

Rankin, G ge S

.,::

Rawson, .1. S. . . .

635

Redding, S, A.

224

: 1

Rehner, A., E. . . .

I'M,

Reidhead, P, E,

......

::i 1

Rej nolds, A. E. .

36H

Reynolds, A. G..

;

Rhlnes, K. K...

Richards, C. L. .

Richards, E. M

163

Ritz, H. B

'•,'•1

Roach, John Millard.

Mill

Roberts, T. C...

55(1

Robertson, Edwin

163,

Rogei s, i !ha i le

13 1

Rohwer, Henrj

1 II)

Rolston, \\ llliam

!•:

Ros mbei ger, I. I

B6 '

Ruby, Frederick

310

Rumsey, J. B. . .

608

Ruth, Isaac S..

Sallee, .i- D... .

Sanville, 1 1 F

611

Sawtelle, Walter

808

Scam-It, ' Icm ge I :

I'm. 279

Schindler, A. I> 58

Scl ibeli, G. \ 58

Schoepf, \. k

Scott, J. F 161

Scullin, Terranci

Shafei . I lanii I 193

Shaw. George n ... 310

siiau . James F ::n

Shepar I. A rthur B. . .

L93

t. W.

Shepherd, s . l; . L93

Shinnick, G. S
Shmi. F. A. , 635

Slirvm k. i isborne '"3

Sickler, A

Simons .1 E

Sims. C. S 310

Sinclair, i' A. S 115

Smith, Arthur i:.... nr,

Smith. Vrlliur I.....S. "7a
Smith. Byron L. . .

Smith, C. A 163, •-':!

Smith. Charles w. . . . 163
Smith, Fred W

Snow, Walter I > 610

Spotts, Charles II 585

Stark. John K.. 190
Stangland, R. S. . . 1 13

Steel, E. T 310

Stephens, B. I; 27

Stevens, A. K 96, 97

Stitcher, R, B. "697, 662

Stocking, A. II 368

Stoddard, J. M 163

Stover, I lanlel C 193

Strehlau, R, R ... 491

Sullivan, J. 1 279, 110

Sunny, B. E I I 610

Sutherland, W. I: . ... 96

Symington, E. 1 1 :13

Tarrant, w n
Taylor, E. B

T nai G rg B

THton, i i

Tot* " end, Watson ! 13

Tri le, I i: . . 398

Tripp, Gu i L90

Tripp, 1 1, in y .... 371

I',,, ker, Jo i<i> 163, I ' i
Turner, Charles F 58

Tit m i. w s 193

Twyford, ll. B, 139

L'nderw I, A w

Venable, J, \

Walcott, A. II...

>\ ii!.. i I'.iv In \i . . 27

Wallaci H ! i ..«279

W attli I iurdon W. .

I osepli i ilj

::il

I F :i7

West, Arthur ...

V. ,

Wesl m, i leoi ge ... 96

u et mon i P I

Whippli i

White, Elmei .\i

Whitl n 340

Whitridge F w 58

Hi. ii'

Wilkinson, F A... 339

Witt. John 190

Woehnker, A. F 58

Wolff, S. E... 16

Wi.il... G, orgi H

Woo i. Thomas 398

Woodi in- \ I . . 433
w Iward, w i i 191

i'oung ... . . . I ■ '

I i i 635

John T ^23

Fount, -I. M

ELECTRIC RAILWAY LEGAL DECISIONS

Car, Intending Passenger Run-
ning After and Falling in Attempt-
ing 544

Brakes. Car Running 150 Feet Alter Ap-
plication of 602

Bumper, Passenger Riding on and Get-
ting Caught in Rope 544

—Flying Up Of Trap Door 54-1

None Having Passed in Fifteen Minutes 577

— Ordinary Jolting or Jerking of 21

— Ownership of Immaterial 22

-Rights nt Pedestrian Crossing in Front

• a a Standing at Curve 361

Work, Use of Without Step 158

Cars —

— Cleaning and Repairing May be Del-
egated 22

— Liability for Injury in Alighting of Per-
son Boarding Car "Not in Service" 243
Liability from i iwnership of. Regard-
less of Control of Railway 243

— No Liability for Injury from Ordinary

•and Usual Movements of 243

— Reasonableness and Application of Or-
dinance Requiring Sufficient to Give
Seats 332

Child—

—Care Required of 602

— Leaves Sidewalk and Starts for Tracks,

Duty of Motorman Begins When.. 45S

—Sitting on End of Crosstie 602

City, Ne essarj Party for Settlement of

Controversy Between Companies.-.. 19

i 'ullision —

— Evidence of Negligence 243

Might of Motormnii When Xnt Appar-
ent Danger of 4a

Companies, City Necessarj Party for

Sel i le aa in oi C i m .a sj Bel ween 19

Company —

- Aits of Conductor for Which It Must

Provide with Reference to Objects

Along the Track 361

--Tracks Treated as Property of Com-
pany Using Them 22

lor —

aid Inexperience of Moti ir-
man May be Considered in Deter-
mining Whether Car was at Full
Stop or Not i

\ i g Ml Wl.| I VI I I

witl ■ long

the Track

1 luty of to Hold ' 'ii Stationai s Until
ngi is are in Plai

- Liability of Assault of

Waiting tor Tran ight-
ing 49

i If Trailer, E ctini Ps nger Paying

Fare "ii Motor I 'ar 89

Passei Falling i iff

' iiii-ii Beyond
Destination and Injured \

I leaving Car with Advice ol 22

Controller, Liability for Injuries from
Motorman Leaving and Passenger

Turning on Power

Crossinj

Motormen Most Keep Close Lookout

ii ■■ Wai nine at 577

True Rule with Regard to Rights of

Vehicles at 304

Curve. Rights of Pedestrian Crossing in

Front of Standing Car at 361

I miiiicms. Verdict of $3, 7,00 Sustained.. i'l

Dangers. Line of 458

I lerrick, Risk from LTse of to Remove

Motors Assumed 89

Door. Passenger on Platform Falling Off

After Opening of by Conductor... 392

E
Ejection—

— By Conductor of Trailer, of Passenger

Paying Fare on Motor Car 89

— Requirement as to Stopping of Car Be-
fore 304

Electric Railway, Operation of Not to be
Interfered with by Unusual Use of
Street 361

Employe, Alighting from Moving Car

Where Snow is Banked 158

Employes —

— Kind of Required for Exercise of High-
est Care 21

— Risk from Third Rail Assumed by

Painting Elevated Structure 629

— Risk Not Assumed by S9

Evidence —

—Flying Up of Trap Door in Car 544

No Error in Excluding When Having

No Report of Accident 21

i if Negligence. Collision as _' !::

— Sign of Car "Not in Service" Not Con-
clusive 243

— Testimony of Passenger as to Speed

Admissible in 458

''mm ill it ion of Neighboring
Property Benefits from Improving
street So That Railway Company
Seeks 4H

Dut; to i '. i Noi Paj ing 544

Fares —

iv Held to Provision for Half
Scl 1 Children lire-
less of Constitutionality 331

lion of Immaterial 22

Mi.il alities Vol I ' .in

Gr\ ing or Contracting for
Fares for School ' 'Mil, Iron .... 629

11 i A How others

to Pay

Firemen, Muni, ipalities Not i'i ■ ■■.

.ii acting for
6

Gate, Liability for Injury fr Defective. 50

if by Dusl ... .7.77

Performance of i tuties In Respect

Horses —

—Manifesting 1 right Imp. of Motorman

< Ibserving

— What Maj be Assumed by Motorman

on Seeing I I

Hon tfovini ■.' Uoi Ti lot Con-

sistent will. ' .. pal Rights

tion. Enforcement oi Oi

quiring Stops Will Not be I

Jerking —

— Distinction with Regard to in Sti

mi Cars

—Starting Car with Severe While Pas-
is Entering Door

Looking ami Listening, Getting Down
Backward from Vehicle at Sid< oi
Track 544

Lookout. Motormen Must Keep Close
and Give Warning ai Crossings. ... 577

.Mail Carriers, Municipalities Not Pre-
vented from i living or ' lonl rai ting
for Free Transportation for.... 629

Motorman —

--Being inexperienced Not Negligi 304

-Duty of Begins When Child Li

Sidewalk and Starts for Tracks... 168

— Duty of Observing a Horse or Team

Manifesting Fright 50

Duty of to Hold Car Stationary Until
Passengers are in PI

— Duty of to Man Stooping Over in Way

of I 'ar to Unload Wagon 577

inexperience of and Absen f Con-
ductor Mav be Coiisi.hi.il in 1 1.
termining Whether i at was al Full
Stop or Not 19

—Liability of for Injuries from Leaving
Controller and

mi Power 50

-Liability of for Supposed Invol n

Act 243

Musi Kcp Close i i co

Warning at I Irossings

luld be

Submitted to Jury 304

— Requirements of

i 'ar. Alighting from \\ hi re Snow
nked

l..r Not i iuiltv Of V. ■
Passengers Signal

from Platform to Step of
ing Ca
i
of Si , i ,., ,

h ' 'i r I 'assing

Man Si

i fnload Wagon VI iking
Guilty of 577

.Mm, [nexperieni i d Not . . . 304

—Not Anticipate .'ar.. 602

-Not Every Increase of Speed or Sud-
den Jerk Amounts to

id Account of Motorman Should be

Submitted to Jury 304

Opi i .. i Not

—Riding Upon Platform Not 392

ELECTRIC RAILWAY REVIEW

— What Constitutes, in Manner of Stint-
ing Cars 243

Notice, Passenger Giving, or Failing to

Give, of Intended Destination 22

< irdinance —

-—Enforcement of Requiring Stops Will

Not be Enjoined 50

— Reasonableness and Applicati if Re

quiring Sutlirn m Cars to Ci\.- Seats. 332
Restricting spiel Applies to Territory

Added to Municipality 243

Validity of City Prohibiting the Sale.

Giving Awaj or Receiving of Tri

i. -is 'i

Painters, Assume Risk from Third Rail. B29

: . ger —

I - i instituting 243

Care Required When Given Right to

Ride mi Inner Running Board 458

Carried Beyond Street and Injured

Crossing Rough Track 629

any Not Liable for Injuries to
One Caused by Another Giving Sig-
nal to Start 577

— Duty of at Stations 577

— Ejection of, Requirement as to Stopping

of Car Before 304

— Going from Platform to Step of Mov-
ing Car Preparatory to Alighting.. 89
-Intending, Falling in Running After

Car 544

Liability of Assault of Conductor on
When Waiting for Transfer After
Alighting : 49

— Liability for Injury from Acceleration

of Speed After Passenger Has Gone
on Platform to Alight After Signal 21

— Liability for Injuries from Motorman

Leaving Controller and Passenger

Turning on Power 50

-Mav Refuse to Allow Another to Pay

Fare 602

— May Testify as to Speed 45S

— Not Called Upon to Provide Against a

Defective Appliance 50

—On Platform Falling Off After Opening

of Door by Conductor 392

— Paving Fare on Motor Car. Ejected by

Conductor of Trailer 89

Killing on Bumper and Getting Caught

in Rope 544

— Rights of. Carried Beyond Destination
and Injured After Leaving Car with
Advice of Conductor 22

—What Constitutes 544

— Whether One Unimportant 392

Passengers —

—Duty to 243

— Reasonable care Only Required as to

on Running Board 630

— Having Gotten on. Time and Manner

Cars Mav be Started 304

— When Relation of Terminates 629

—When Several Signal to Stop Car 602

Pedestrian —

— Duty of Walking on Track 577

— Rights of Crossing in Front of Stand-
ing Car at Curve 361

Pedestrians. Duty of Walking on or Near
Tracks Owing to Obstruction in
Streets 49

Platform —

— Liability for Injury to Person Going on
Narrow Between Tracks to Take
Car 392

— Passenger on Falling Off After Open-
ing of Door by Conductor 392

Policemen, Municipalities Not Prevented
from Giving or Contracting for Free
Transportation for 629

edv, tor i ', i formance of i uities in

Respert to Highways 331

Rope, Passenger Riding on Bumper ami

Getting Caught in 544

Rules. Unreasonableness of 89

Running Board —

— Care Required of Passenger Given Right

to Ride on Inner 458

— Reasonable Care Only is Required as

to Passengers on 630

Requirements of Conductor in Passing

Along

Woman Getting mi Does Not Justify
Emergency Stop ■ 602

School Children, Company Held to Pro-
visions for Half Fares for Regard-
less of Constitutionality of Law ;::i

Seats, Reasonableness and Application
of Ordinance Requiring Sufficient
Cars to Give 332

Signal —

— Companj Not Liable for Injuries to One
Passenger Caused by Another Giv-
ing Starting 577

— Liability for Injury front Acceleration
of Speed After Passenger Has Gone
on Platform to Alight After -1

— When Several Passengers Signal to

Stop Car 602

Snow, Alighting from Moving Car Where

Banked 458

Speed

— Liability for Injury from Acceleration
of After Passenger Has Gone on
Platform to Alight After Signal... 21

— More Cars at Moderate Recommended . 602

— Not Every Increase of or Sudden Jerk-
ing Amounts to Negligence 361

— Ordinance Restricting Applies to Ter-
ritory Added to Municipality 243

— Passenger May Testify as to 458

— Reasonableness 21

— Regulation Distinction Between Steam

and Electric Cars 304

Starting —

— Company Not Liable for Injuries to One
Passenger Caused by Another Giv-
ing Signal for 544

— Time and Manner Cars May be Started

After Passengers Have Gotten on.. 304

— When Liable for Injuries from 243

Statutes —

— Constitutionality of Provision in for

Half Fares for School Children... 331

— Transfers Cannot be Limited to One

Direction 458

— When Authorizing Trip Between Any
Two Points Transfers Cannot be
Limited to One Direction 468

Stations, Duty at 577

Steam Roads. Speed Regulation Distinc-
tion Between Steam and Electric
Cars 30 1

Step—

— Going from Platform to Step of Moving

Car Preparatory to Alighting 89

—Use of Work Car Without 458

— Woman Getting on Does Not Justify

Emergency Stop 602

Stopping —

— Car Must be Stopped Before Ejection of

Passenger 304

— Distinction with Regard to Jerks 304

-Enforcement of Ordinance Requiring

Stops Will Not be Enjoined 50

— Inexperience of Motorman and Absence

of Conductor May be Considered in

Determining Whether Car was at

Full Stop or Not 49

— No Reason for When Way Seems Clear 49
— Woman Getting on Running Board or

Step Does Not Justify Emergency. 602
Street. .Moving of Cars Along Track in

Not Consistent with Company's

Right 361

Track. What Mav be Assumed mi Seeing

Horse Standing Near 304

Tracks —
-Company's Possession of Presumed to

be Exclusive 49

-Dutj of Motorman Begins When Child

Leaves Sidewalk and Starts for. . . : 45S

— Duty of Pedestrian Walking on 577

— Duty of Pedestrians Walking on or
Near Owing to Obstructions in

Streets 49

— Getting Down Backward from Vehicle

at Side of 544

— Liability for Injury to Person Going on
Narrow Platform Between to Take

Car 392

— Moving of House Along Track Not Con-
sistent with Company's Rights.... 361
— Passenger Injured Crossing Rough.... 629
— Risk from Third Rail in Elevated As-
sumed by Painters 629

—Suddenly Turning Team to Cross 21

— Treated as Property of Company Using 22
Transfer. Liability for Assault of Con-
ductor on Passenger Waiting for

After Alighting 49

Transfers —

— Cannot be Limited to One Direction
When Statutes Authorize Trip Be-
tween Any Two Points 458

— Dutv Owed to Person Tendering and

Not Accepted 544

—Sufficiently Requested 49

— Validity of City Ordinance Prohibiting
the Sale, Giving Awav or Receiv-
ing of 21

Trap Door. Flving Up of in Car 544

Trespasser. Not a 392

Trespassers. Dutv to Adult and Infant.. 602
Trolley Pole Slipping Off Wire 544

Vehicle —

— Getting Down Backward from at Side

of Tracks 544

-Injury to Man Stooping Oyer in Way

of Car to Unload Wagon 577

Vehicles. True Rule with Regard to

Rights of at Crossings 304

Warning. Motormen Must Keep Close

Lookout and Give at Crossings.... 577

ADVERTISING LITERATURE

Aberthaw Construction Co 467

Allis-l 'halmers Co

. .99, T.i I. 283, 343, 101, 135, 107. 521, 586

American Asphaltuio .V- Rubber Co 586

Am in ''.Mi >,. Batters Co 29

American Casting Co 372

American Conduit Co 194

\ii,m p .in Engi ring Co 107. 586

American Spiral Pipe Works 252

Arlington Manufacturing Co 99

Arnold Co 30. 193

\--si H i.ii i American i 'orl land ' Jement

■ ..:n turers 586

Blake & Knowles Steam Pump Works... 136

i Gear Works 252

Boughton, .i. a mi

Brill, The J G., Co 30, 136, 401

Brown Hoisting Mini u mi > Co 467

', .,. i ,M. . i.in, \ i i lo 586

Brvant Zinc Co Inl

1 •-n.il- A., Sons & Co

Callahan, George & Co 194

| 'i, ..mi iers S Co 166

Chicago Mica Co 167

i Ileveland < 'ran.- & Car Co 135

Coates Clipper Manufacturing Co 521

Consolidated Car-Heating Co 136

Cortright Metal Roofing Co 61

Crocker-Wheeler Co r>

Cutler-Hammm i Hutch Co 194

D
I >aj ton Manufacturing Co 29

1 use Grade]- .V I'low CO 343

I lixon, Jos, -pli , Crucil o .61, 194, 135

: ,. oi iranib Roofing I lo 166

Ki.-i-tii.- Journal 194

Expanded Metal & Corrugated Bar Co.

343, 520, 637

ink:- Morse & Co 29

Fibre Conduit Co 344

Garvin Machine Co 407

General i lompi essed Air & Vacuum Ma-
chinery Co 101

General Electric Co

,30, 194, 283, 314, 344, 372. 494, 586, 637

' feneral Fireproofing Co : 404

General Railway Supply Co 404

General Storage Battery Co 494

Goheen Manufacturing Co 29

Goldschmidt Thermit Co ION. 552

Green Fuel Economizer Co 344, 372

Guli. k-Henlerson & Co 99

Hart Steel Co 372

Hill. B. B., Manufacturing Co 520

Hyatt Roller Bearing Co 552

Illinois Malleable Iron Co 610

Inland Empire System 467

Jackson. ' leorge W 610

Jai-kman. E S., & Co 521

Johns. 11 W.-Manvillc Co

135, 282, 101, 135, 520 586, 637

Kalamazoo Railway Supply Co 226

Koehring Machine Co 401

ELECTRIC RAILWAY REVIEW

Lock< Cnsulatoi Manufacturing Co Ul

McConwaj & Toi li Co

Mussarims.-tts Fan Co 99

Uilburn, Alexander, Co 20

Milwaukee I Manul icturing

193

H Metal Co "'21

Munn .v Co 610

Murraj [ron Works Co 99, 283

Nation: il ' '" "''

National Brake & Eli ctrio Co 9

Nation: Co 586

Niles-Bement-Pond Co Gl

Niles Car « Manufai turing Co. .

Northern Eli ctrii .1 Mar i Co.. 136

Northw.st.ni Kxnnnded Mi tal Co

i News 61

i ihio Brass

Ohio Blower Co

1"!

Partridge, A 1 1 hui S

Portland Rose Festival Assoi I:

Purdue University

Railroad Supply Co

II.ulw i Hl.c-i i:ill\ \ Hil|.|.h ' ',i

Railway - ' 'o

Raj in i ' lorn rete Pile i o

Refined Iron & Steel i !o

Rock Island Lines

i ■.,
Ballast Car i io

52.1
:

344
343
194

St. Louis Car Co

San oi Cordagi Work!

in John, Co

Sprague Electric Co

: :,l Electric A.©

Standard Steel Works

Standard Varnish Works 435

I " 1 1 . ■ , . .1

.-i in i ant, B F., Co

Symington, T. H., Co

Topping I Irothers

i i ■ ed i lonci ete Steel Co
Tweedy, il I & Finlej

U
i ,,,i, i Feed Stokei Co ol \io
United Electrii Car Co
Universal I 'ortland ' !emen I Co
ersal SI Ci

!;'! Vote- Bi

136 Weber Gas Engine Co .

'■''.' UVst.rn Klf.-triC Co.

166 w i I ■

167

283 n i

136 \\ i i i, & Co

ii in- Co

■I-' 1 Wicki • Brol hers

136 Wilson, James • ;.. Mahufacl irlng Co

401 Woolley Electric Co

22i; Wiii-i'i-si.-i- I'nlytechnii [nstituti

Zelnicki i R

January 4, 190S.

ELECTRIC RAILWAY REVIEW

Westfrtcrhouse

No. 92-A Railway Motor

For City and Suburban Service

For City Service a double equipment on cars not
exceeding 30 feet over all, and weighing, without equip-
ment, not over 15,000 pounds, will maintain a schedule
on a level track of 10 to 13 1-2 miles per hour.

For City and Suburban Service a quadruple

equipment on double- truck cars not exceeding 40 feet
over all, and weighing, without equipment, not over
30,000 pounds, wil attain a maximum speed of 23 to 25
miles per hour.

Our Circular No. 1100 goes fully into
particulars. Write for it.

Westinghouse Electric & Mfg. Co.

Atlanta

Baltimore

Boston

Buffalo
Chicago
Cincinnati

Cleveland

Dallas

Denver

Detroit
Kansas City
Los Angeles
Minneapolis

New Orleans
New York
Philadelphia

Pittsburg
St. Louis
Salt Lake City

San Francisco

Seattle

Syracuse

Canada: Canadian Westinghouse Co., Ltd.. Hamilton, Ontario Mexico: G. & O. Braniff & Co., City of Mexico

«n Addition to the quick-recharge, quick-service,
graduated-release, high-pressure emergency fea-
tures of the

Westinghouse "A M M " Automatic Brake

A Straight-Air Release can be provided on
the leading or operating car, the brake-cylinder
exhaust being controlled at the brake valve,
allowing the brakes on that car to be graduated
off exactly as in straight-air operation. Under
certain conditions this additional feature is of
great advantage, as for instance in finishing a
high-speed stop smoothly and accurately, or
when holding a train on grade at a station or for
signal.

Phamplet T-5031 fully describes the A M M equipment

Westinghouse Traction Brake Co.

Pittsburg, Pennsylvania

The Roney Stoker

Claims Recognition

as the Stoker which has been developed to
its present state of exceptional efficiency, by
hard daily service, under the supervision of
experienced men whose only aim was con-
stant improvement.

Over 1,000,000 H. P. in daily service

The Westinghouse Machine Co.

Pittsburg, Pennsylvania

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

ALPHABETICAL INDEX TO ADVERTISEMENTS.

A' me White Lead & Color

Works

Advance Lumber Co L'6

Allis-Chalmers Co 21

Aluminum Co. of America. . .2't
American Brake Shoe >>c Fdry.

Co 33

American Electrical Works

American Frog *£ Switch Co...
Anderson, Albert & J. M.,

Mfg. Co 28

Armstrong Oiler Co

Am. ild Company 30

Atlas Anchor Co 18

Babcock & Wilcox Co 13

Baker, The Wm. C, Heating

.V Supply Co -i

Baldwin Locomotive "Works.. 18

Barbour-Stockwell Co

Barnes, G. H., Hardwood

Lumber Co 26

Beaver Dam Malleable Iron

Beidler, Francis, & Co

Bellamv Vestlette Mfg. Co... 23

Bender. Matthew, & Co 30

Berthold & Jennings

Blake Signal & Mfg. Co

Bliss, R.. Mfg. Co 28

Bridgeort Brass Co

Brill. The J. G., Co 34

Brown, Harold P 11

Brown Hoisting Machy. Co.. 26

Buckeye Engine Co 29

Burnham, Williams & Co.... 18
Byllesby, H. M., & Co 30

Central Inspection Bureau... 30

Chase-Shawmut Co 11

Churchill Cedar Co 26

Cincinnati Car Co 31

Cincinnati Frog & Switch Co.. 36
Cleveland Armature Works.. 32
Cleveland Frog & Cross. Co.. 24

Collier. Barron G IS

Columbia Construction Co

Consolidated Car Fender Co..2S
Consolidated Car-Heating Co. 26
Contractors' Supply & Equip-
ment Co

Cooper Heater Co 27

Crane Co 16

Creaghead Engineering Co... 30
Curtain Supply Co 23. 36

Davis, The John, Co 21

Detroit Graphite Co 32

Dearborn Drug & Chemical

Works 27

Drouvg, The G., Co

Drummond Detective Agency. 36
Durkin Controller Handle Co. 21

Earll, C. I

Eclipse Railway Supply Co.. 23
Electric Railway Equipment

Co 25

Electric Ry. Improvement Co.33
Electric Service Supplies Co....

Engineering Agency. The 23

Engineers and Contractors. .30

Fairbanks, Morse & Co..*

Ford, Bacon & Davis

Galena-Signal Oil Co 11

General Electric Co 35

General Storage Battery Co. .23

Gillette Chemical Co 19

Goheen Mfg. Co 25

Goldschmidt Thermit Co 25

Green Engineering Co 28

Green Fuel Economizer Co

Griffin Wheel Co 27

Grip Nut Co 33

Hagy, J. Milton, Waste Wks. .12

Hale & Kilburn Mfg. Co

Harrison, F. P., Elec. Mfg. Co.12

Hartshorn. Stewart. Co 29

Heine Safety Boiler Co 13

Henderson-Ames Co 23

Hevwood Bros. & Wakefield

Holman, D. F., Ry. Tracklayer

Co 23

Homer Commutator Co

.Hooven-O wens-Ren tsehler Co.12

Hope Webbing Co

Humbird Lumber Co., Ltd

Indestructible Fibre Co

Jewett Car Co 17

Johann. F. A 23

Johns-Manville, H. W.. Co. .19

Kalamazoo By. Supply Co... 19
Kennicott Water Softener Co. 29
Kinnear Manufacturing Co. . . .32

Lindsev Bros. Co., The 26

Lorain Steel Co 18

Lufkin Rule Co 36

Lumen Bearing Co 23

Ma> alien Co

McGuire-Cummings Ml^. Co...
Marshall, R. W., & Co 23

Massachusetts Chemical Co.. 12

Meyers, Fred J., Mfg. Co 23

Mnlilletown Car Works 31

Miller Anchor Co 18

Millov Electric Co.. The 29

Model Stoker Co., The 30

Morden Frog & Crossing Wks..

National Brake & Electric Co. 2

National Carbon Co

National Lock Washer Co.... 36

Naugle Pole & Tie Co 26

New York Switch & Crossing

Co 24

Niles Car & Mfg. Co 36

Nuttall. R. D.. Co

Ohio Brass Co 5

Okonite Co., Ltd 13

Pacific Coast Pole Co 26

Pantasote Co 27

Patten, Paul B

Pay-As- You-Enter Car Co... 9

Power Specialty Co 26

Pressed Steel Car Co 31

Queen & Co 28

Rail Joint Co 26

Railwav Speeialtv & Supply

Co 26

Railway Steel-Spring Co 30

Recording Fare Register Co.. 27

Reed. Francis, Co

Reiter, G. C 23

Ridlon. Frank, Co 19

Roberts & Abbott Co 30

Robertson, Wm., & Co 15

Rodger Ballast Car Co 30

Rooke Automatic Register Co. 24
Rossiter, Mai Govern & Co.

(Inc.) 23

Russell Car & Snow-Plow Co.31

S-E. Missouri Cypress Co 26

St. Louis Car Co 7

St. Louis Car Wheel Co 27

St. Louis Surfacer & Paint

Co 27

Sanderson & Porter 30

Saxton. E 30

Schroeder Headlight Co

Shimer & Chase Co 30

Security Register & Mfg. Co...

Sheaff & Jastaad 30

Simmons, John, Co 18

Smith, Peter, Heater Co 26

Speer Carbon Co

Standard Brake Shoe Co 30

Standard Motor Truck Co.... 14

Stan. lard Paint Co 29

Standard Steel Works 18

Standard Underground Cable

Standard Varnish Works 23

Star Brass Works 18

Stone & Webster Engr. Corp. 30

Stuart-Howland Co 36

Symington, T. H., Co 17

Telegraph Signal Co 16

Trolley Supply Co

Under-Feed Stoker Co 18

United States Graphite Co.,
The 24

Van Dorn & Dutton Co 30

Van Dorn, W. T., Co

Van Valkenburgh, E. C 28

Waddell & Mahon 36

Wallace Supply Co

Wanted and For Sale Cards

22. 23

Washburn Steel Castings &

Coupler Co 25

Watson-Stillman Co 29

Wendell & MaeDuffie

Western Electric Co 11

Westinghouse Elec. & Mfg.

Co 3

Westinghouse Machine Co.... 3
Westinghouse Traction Brake

Co 3

Weston Electrical Instrument

Co 28

Wharton. Wm., Jr., & Co

Wheeler Condenser & Eng'g

Co 30

Wheel Truing Brake Shoe Co. 30

White. J. G., & Co 30

Whitmore Mfg. Co., The 27

Wilson. J. G.. Mfg. Co 32

Wood. Guilford S 12

Woodman. R.. Mfg. & Supply-
Co 23

Worcester, C. H.. Co 26

Zelnicker. Walter A.. Supply

CLASSIFIED LIST OF ADVERTISERS.

Advertising, Street Car.
Collier, Barron G., Flat Iron
Bldg., New York.

Air Brakes — (See Brakes and
Brake Parts).

Air Compressors — (See Compres-
sors, Air).

Alloys and Bearing Metals.

Brown, H. P., 120 Liberty St.,
New York.

General Electric Co., Schenec-
tady, N. T.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Lumen Bearing Co., Buffalo,
N. Y.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St.. Boston.

Aluminum Wire, Etc.

Aluminum Co. of America,
Pittsburg.

Anchors.
Atlas Anchor Co., Cleveland, O.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Miller Anchor Co., Norwalk, O.
Ohio Brass Co., Mansfield, O.

Armatures and Colls, Winding
and Repairing.

Cleveland Armature Works,
Cleveland, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Armature Lifts.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Asbestos Materials.
Johns-Manville, H. W., Co.,
New York.
Axles — (See Wheels and Axles).

Babbitt Metals — (See Alloys and
Bearing Metals).

Badges and Buttons.
Electric Service Supplies Co..

200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,

New Haven, Conn.

Ballast Cars — (See Cars, Bal-
last).

Ball Bearing.
Symington, T. H.. Co., Balti-
more, Md.

Bases — (See Trolley Poles and
Fittings).

Batteries.
General Storage Battery Co.,
42 Broadway, New York.

Bearings.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Lumen Bearing Co. Buffalo,
N. Y.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall. R. W., & Co., 95
Liberty St., New York.

Nuttall, R. D., Co., Pittsburg.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Symington, T. H., Co.. Balti-
more, Md.

Van Dorn & Dutton Co..
Cleveland, O.

Bells and Gongs.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co..
1020-24 Filbert St., Phila.

Bells and Gongs — Continued.

Kuhlman. The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Ohio Brass Co., Mansfield, O.

Reiter, G. C, Canton, O.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.

Western Electric Co., Chicago.

Black Lead.
Detroit Graphite Co., Detroit,

Mich.
TJ. S. Graphite Co., Saginaw,

Mich.

Block System — (See Signals).

Blowers — (See Mechanical Draft)

Blue Printing Machines.
Buckeye Engine Co., Salem, O.

Boilers.

Babcock & Wilcox Co., N. Y.

Fairbanks, Morse & Co., Chi-
cago.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Heine Safety Boiler Co., 421
Olive St., St. Louis.

Rossiter, MacGovern & Co., 17
Battery PI., New York.

Boiler Cleaning Compound.
Dearborn Drug & Chemical

Works, Chicago.
Johns-Manville, H. W., Co.,

New York.

Bonds, Rail.

Brown, H. P., 120 Liberty St.,
New York.

Chase-Shawmut Co., New-
buryport, Mass.

Electric Railway Improvement
Co.. Cleveland, O.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Bonds, Rail — Continued.
Goldschmidt Thermit Co., 43

Exchange PI., New York.
Johns-Manville, H. W., Co.,

New York.
Ohio Brass Co., Mansfield, O.

Brackets and Cross Arms.

Anderson, Albert & J. M.,
Mfg. Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Llndsley Bros. Co., Spokane,
Wash.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Brakes and Brake Parts.

Allis-Chalmers Co., Milwau-
kee, Wis.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman, The G. C Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

National Brake & Electric Co..
Milwaukee.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield.
Mass.

Westinghouse Traction Brake
Co., Pittsburg, Pa.

Brakeshoes.
American Brake Shoe & Fdry.

Co., Mahwah, N. J.
American Car Co.. St. Louis.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

ONTH

ElectricRailways MineHaulag

A New .^

Year s Gift Bill

For the General Manager
Purchasing Agent
Superintendent
Electrical Engineer
Master Mechanic
and Storekeeper

Hsu

gtmmmmw

K ^ fflll| ft](iK|Ti)llffi< fl!Ma !

The O. B. Co. Monthly Bulletin will be sent free
to anyone connected with executive, purchasing or oper-
ative department of an electric railway. Each issue
contains timely information regarding new develop-
ments in the railway line, descriptions of new devices,
news of the trade, digest of current technical literature,
want advertising department, etc.

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ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CLASSIFIED LIST OF ADVEHTISERS-Contlnued.

Brakeshoes — Continued.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C. Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Standard Brake Shoe Co., Au-
rora, 111.

Stephenson, John, Co., Eliza-
beth. N. J.

Wason Mfg. Co., Springfield,

Wharton, Wm., Jr., & Co.,

Philadelphia.
Wheel Truing Brake Shoe Co.,

Detroit.

Bridges, Bascule and Concrete.
Wallace-Coates Engineering

Co., Chicago.
Johann, F. A., 1624 Pierce

Bldg., St. Louis.

Bridge Timbers.
Beidler, Francis, & Co., Chgo.

Brushes, Motors and Dyanmos.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

National Carbon Co., Cleve-
land, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Speer Carbon Co., St. Marys,
Pa.

Bumpers, Car.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia. _

Kuhlman, The G C, Car Co..
Cleveland.

Stephenson, John, Co., Eliza-
beth, N. J. „._»,.,

Wason Mfg. Co., Springfield.
Mass.

Car Cleaner.
Gillette Chemical Co., 42
Broadway, New York.

Car House Doors.

Kinnear Mfg. Co., Columbus,

O.
Wilson, J. G, Mfg. Co., New

York.

Car Replacers.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co., Chgo.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.
Ohio Brass Co., Mansfield, O.

Car Roof Paint, Canvas.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

Car Seats.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia. _

Hale & Kilburn Mfg. Co..
Philadelphia.

Heywood Bros. & Wakefield
Co., Wakefield, Mass.

Kuhlman. The G. C, Car Co.,
Cleveland.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.

Car Signs — (See Signs, Cars and
Track).

Car Steps.
Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago.
Wallace Supply Co., Chicago.

Car Trimmings — (See Trim-
mings, Car).

Cars, Ballast.

Rodger Ballast Car Co., Chgo.

Cars, Dump.

Fairbanks, Morse & Co.. Chgo.
Middletown Car Works. Mid-

dletown, Pa.
Rodger Ballast Car Co., Chgo.
Russell Car & Snow-Plow Co.,

Rldgway, Pa.

Cars, Passenger and Freight.

American Car Co., St. Louis.

Brill. The J. G. Co., Phila-
delphia.

Cincinnati Car Co.. Cincinnati.

Detroit Carbuilding & Equip-
ment Co.. Detroit. Mich.

Electric Railway Improvement
Co., Cleveland. O.

Cars, Passenger and Freight —
Continued.

Fairbanks, Morse & Co., Chgo.

Jewett Car Co., Newark, O.

Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Kuhlman, The G. C Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Niles Car & Mfg. Co., Niles, O.

Pressed Steel Car Co., Pitts-
burg.

Rodger Ballast Car Co., Chgo.

Russell Car & Snow-Plow Co.,
Rldgway, Pa.

Standard Motor Truck Co.,
Pittsburg.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Cars, Pay-As-You- Enter.

Pav-As-You-Enter Car Co., 26
Cortlandt St., New York.

Cars, Rebuilt.
Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Cars, Second-Hand.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Marshall, R. W., & Co., 95
Liberty St., New York.

Zelnicker, Walter A.. Supply
Co., St. Louis.

Cars, Steel.

Middletown Car Works, Mid-
dletown, Pa.

Pressed Steel Car Co.. Pitts-
burg.

Standard Motor Truck Co.,
Pittsburg.

Castings, Brass.
Star Brass Works, Kalamazoo,
Mich.

Castings, Iron and Steel.

American Brake Shoe & Foun-
dry Co., Mahwah, N. J.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Lorain Steel Co., Johnstown,

Pa-
National Brake & Electric Co.,
Milwaukee.

Cattle Guards.
Fairbanks, Morse & Co.. Chgo.
Kalamazoo Railway Supply
Co.. Kalamazoo. Mich.

Cements, Cable and Transformer.
Massachusetts Chemical Co.,
Walpole, Mass.

Circuit-Breakers.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Western Electric Co., Chicago.

Coal Handling Machinery — (See
Conveyors).

Coils — (See Armaturesand Coils)

Commutators and Parts.

Cleveland Armature Works,
Cleveland.

Electric Service Supplies Co.,
1020-24 Filbert St., Phlla.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Homer Commutator Co., Cleve-
land, O.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co.. Mansfield. O.

Stuart-Howland Co., Boston.

Compressors, Air.

Fairbanks. Morse & Co., Chgo.

General Electric Co., Schenec-
tady. N. Y.

National Brake & Electric Co..
Milwaukee.

Westinghouse Traction Brake
Co., Pittsburg.

Concrete Mixers.

Contractors' Supply & Equip.
Co., Chicago.

Condensers.
Wheeler Con. & Eng. Co., New
York.

Conduits.

Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Western Electric Co., Chicago.

Contractors.

Arnold Company, 1S1 La Salle
St., Chicago.

Byllesby, H. M., Co., Am.
Trust Bldg., Chicago.

Columbia Construction Co.,
Milwaukee, Wis.

Creaghead Engineering Co.,
Cincinnati, O.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Sanderson & Porter, 52 Will-
lam St., New York.

Saxton, E„ 841 Bladensburg
R., Washington, D. C.

Sheaff & Jaastad, 88 Broad
St., Boston.

Stone & Webster Engineering
Corp., Boston.

Wharton, Wm., Jr., & Co.,
Philadelphia.

White, J. G., & Co., 49 Ex-
change PI., New York.

Controllers and Attachments.
Durkin Con. Handle Co., Ar-
cade Bldg., Philadelphia.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-

tadv, N. Y.
Harrison Elec. & Mfg. Co., 169

South St., New York.
Johns-Manville, H. W., Co.,

New York.
Marshall, R. W., & Co., 95

Liberty St., New York.
Western Electric Co., Chicago.
Westinghouse Electric & Mfg.

Co., Pittsburg.

Conveyors and Coal Handling

Machinery.
Green Engineering Co., Com'l

Nat. Bk. Bldg., Chicago.
Northern Engineering Works,

Detroit, Mich.

Cord, Bell and Trolley.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Electric Service Supplies Co..
1020-24 Filbert St., Phila.

Kuhlman, The G. C, Car Co..
Cleveland.

Stephenson, John, Co., Eliza-
beth, N. J.

Stuart-Howland Co., Boston.

Wason Mfg. Co., Springfield,
Mass.

Couplers, Car.

American Car Co., St. Louis.

Brill, The J. G. Co., Phila-
delphia.

Kuhlman. The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Ohio Brass Co., Mansfield, O.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn, W. T., Co., Pau-
lina St.. Chicago.

Wallace Supply Co.. Chicago.

Washburn, E. C, Minneapolis.

Wason Mfg. Co., Springfield.
Mass.

Coverings, Pipe and Boiler.
Johns-Manville, H. W., Co..
New York.

Cranes, Hoists and Lifts.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Brown Hoisting Machinery
Co., Cleveland, O.

Kuhlman, Tl. O. C., Car Co.,
Cleveland.

Northern Engineering Works,
Detroit. Mich.

Stephenson, Joi.i, Co., Eliza-
beth, N. J.

Van Dorn "" i-'Utton Co.,
Cleveland, C

Wason Mfg. Co., ..j ringfield,
Mass.

Crossing Gates — (See Gates and
Guards).

Curtains, Fixtures and Materials.

American Car Co., St. Louis.

Brill. The J. G, Co., Phila-
delphia.

Curtain Supply Co., 93 Ohio
St., Chicago.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Hartshorn, Stewart, Co., East
Newark. N. J.

Curtains, Fixtures and Materials

— Continued.
Kuhlman, The G. C, Car Co.,

Cleveland.
Marshall, R. W., & Co., 95

Liberty St., New York.
National Lock Washer Co.,

Newark, N. J.
Pantasote Co., 11 Broadway,

New York.
Stephenson, John, Co., Eliza-
beth, N. J.
Wason Mfg. Co., Springfield.

Mass.

Cylinder Oil.
Power Specialty Co., Ill
Broadway, N. Y.

Derailing Devices.
American Frog & Switch Co.,

Hamilton, O.
Cincinnati Frog & Switch Co..

Cincinnati, O.
Cleveland Frog & Crossing

Co., Cleveland, O.

Detective Agency.
Drummond Detective Agency,
New York.

Diaphragms.

Wood, G. S., Great Northern
Bldg., Chicago.

Doors and Fixtures.

American Car Co., St. Louis.

Brill, The J. G, Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield.
Mass.

Doors, Steel Rolling.
Kinnear Manufacturing Co..

Columbus, O.
Wilson, J. G, Mfg. Co., New

York.

Draft, Mechanical — (See Me-
chanical Draft).

Draft Rigging.
Van Dorn, W. T.. Co., Chgo
Wallace Supply Co., Chicago.

Drills, Track.

Brown, H. P., 120 Liberty St.,

New York.
Electric Service Supplies Co..

200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co., Chgo.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.
Marshall, R. W., & Co., 95

Liberty St., New York.
Reed, Francis, Co., Worcester,

Ridlon,' Frank, Co., 200 Sum-
mer St., Boston.

Drying Appliances.
Green Fuel Economizer Co..
Matteawan, N. Y.

Dynamos and Generators.

Cleveland Armature Works,
Cleveland, O.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

National Brake & Electric
Co.. Milwaukee, Wis.

Rossiter, MacGovern & Co.,
17 Battery PI., New York.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Economizers, Fuel.
Green Fuel Economizer Co..
Matteawan, N. Y.

Electrical Instruments.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Western Electric Co.. Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Weston Electrical Instrument
Co., Newark, N. J.

Electric Railway Supplies, Gen-
eral.

Cleveland Armature Works,
Cleveland, O.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Service Supplies Co.,
200 Plvmouth Bldg.. Chicago.

January 4, 190S.

ELECTRIC RAILWAY REVIEW

SHOOTS CAR e.

ST. LOUIS MO.

'*•< ""■_ "~ ' :*/ -"- *' '.I

Guilders of
Electric Cars

of every kind in the larg-
est and test equipped
factory in the wx>rl(L>.

lTic ail oxvs <& Drawing

li c ati oiu

Op e citic an otvs <&

rurniirkea - on - a

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CLASSIFIED LIST OF* ADVERTISERS— Continued.

Electric Railway Supplies, Gen-
eral — Continued.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady. N. T.

Harrison Elec. & Mfg. Co.,
169 South St., New York.

Johns-Manville, H. W., Co.,
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Stuart-Howland Co., Boston.

Wallace Supply Co., Chicago.

Western Electric Co., Chicago.

Enamels.
Acme White Lead & Color

Works, Detroit, Mich.
St. Louis Surfacer & Paint
Co., St. Louis, Mo.

Engine Apparatus.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Engineers and Contractors.

Arnold Company, Chicago.

Byllesby, H. M., & Co., Chgo.

Columbia Construction Co.,
Milwaukee, Wis.

Ford. Bacon & Davis, New
York.

Roberts & Abbott Co., Cleve-
land, O.

Sanderson & Porter, New York

Saxton, E., Washington, D. C.

Sheaff & Jaastad, Boston.

Stone & Webster Eng. Cor-
poration, Boston.

White, J. G., & Co., New York.

Engines, Gas and Oil.
Buckeye Engine Co., Salem, O.
Fairbanks, Morse & Co., Chgo.
Westinghouse Machine Co.,
Pittsburg.

Engines, Hoisting.
Fairbanks. Morse & Co., Chgo.

Engines, Steam.
Buckeye Engine Co., Salem, O.
Hooven-Owens-Rentschler Co.,

Hamilton, O.
Rossiter, MacGovern & Co., 17

Battery PI., New York.
Westinghouse Machine Co.,

Pittsburg.

Fans, Exhaust and Ventilating.

General Electric Co., Schenec-
tady, N. Y.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Western Electric Co., Chicago.

Westinghouse Elec. & Mfg.
Co., Pittsburg.

Fare Boxes — (See Electric Rail-
way Supplies).

Fare Registers and Register

Fittings.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,

New Haven, Conn.
Rooke Automatic Register Co.,

Providence, R. I.
Security Register & Mfg. Co..

42 Broadway, New York.

Feedwater Apparatus.
Green Fuel Economizer Co.,

Matteawan, N. Y.
Wheeler Condenser & Eng'g
Co., New York.

Fenders and Guards.
Consolidated Car Fender Co.,

Providence, R. I.
Eclipse Railway Supply Co.,

Cleveland, O.
Electric Service Supplies Co..

1020-24 Filbert St., Phila.
McGuire-Cummings Mfg. Co.,

Chicago.
Marshall, R. W.. & Co., 95

Liberty St.. New York.

Flangers, Snow.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.
UcGuire-Cummings Mfg. Co.,

Chicago.
Ohio Brass Co.. Mansfield, O.
Van Dorn & Dutton Co.,

Cleveland, O.

Frogs — (See Switches, Frogs and
Crossings).

Fuses and Fuse Devices.
Chase-Shawmut Co., New-
buryport, Mass.

Fuses and Fuse Devices — Con-
tinued.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Gaskets, Bronze.
Power Specialty Co., Ill
Broadway, New York.

Gates and Guards.
Bliss, R., Mfg. Co., Pawtucket,

R. I.
Kalamazoo Railway Supply
,Co., Kalamazoo, Mich.

Gear Cases.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St., New York.

Gears and Pinions.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St., New York.

Nuttall, R. D., Co., Pittsburg.

Van Dorn & Dutton Co.,
Cleveland, O.

Generators — (See Dynamos).
Gongs— (See Bells and Gongs).
Graphite.
Detroit Graphite Co., Detroit,

Mich.
U. S. Graphite Co., Saginaw,
Mich.

Graphite Paint— (See Paint).

Grates, Chain.
Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Grease — (See Lubricants).
Grinders.
Brown. Harold P., 120 Liberty
St., New York.

Guy Anchors — (See Anchors).

Harps, Trolley— (See Trolley
Poles and Fittings).

Headlights.

Electric Service Supplies Co..
200 Plymouth Bldg.. Chicago.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Schroeder Headlight Co., Ev-
ansville, Ind.

Stuart-Howland Co.. Boston.

Trolley Supply Co., Canton, O.

Headllnlngs, Passenger Car.
Indestructible Fibre Co., 45
Broadway, New York.

Heaters, Car, Electric.

Consolidated Car-Heating Co.,

Albany, N. Y.
Johns-Manville, H. W., Co.,
New York.

Heaters. Car, Hot Water, and
Stoves.

Baker. The Wm. C. Heating
& Sup. Co., New York.

Cooper Heater Co., The, Day-
ton, O.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

McGuire-Cummings Mfg. Co.,
Chicago.

Smith, Peter, Heater Co., De-
troit, Mich.

Heating and Ventilating Ap-
paratus — (See Mech. Draft).

landt St.. New York.

Inspection.

Central Inspection Bureau.

Instruments, Measuring and
Testing — (See Electrical In-
struments).

Insulating Tapes.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Western Electric Co., Chicago.

Insulations and Insulating Ma-
terial.

Anderson, A. & J. M., Mfg.
Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Macallen, The, Co., Boston.

Massachusetts Chemical Co.,
Walpole, Mass.

Ohio Brass Co., Mansfield, O.

Okonite Co., Ltd., 253 Broad-
way, New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Standard Varnish Works, New
York.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.
Jacks.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Fairbanks, Morse & Co., Chgo.

Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co.,
Cleveland.

Marshall, R. W., & Co., 95
Liberty St., New York.

Morden Frog & Crossing Co.,
Chicago.

Security Register & Mfg. Co..
New York.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Watson-Stillman Co., 26 Cort-
landt St., New York.

Joints, Expansion — (See Steam
Fittings).

Joints, Rail.

Goldschmidt Thermit Co., 43

Exchange PI., New York.
Rail Joint Co., 29 W. 34th St.,

New York.

Joints, Welded— (See Rail Joints,
Welded).

Journal Boxes.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Symington, T. H.. Co., Balti-
more, Md.

Wason Mfg. Co., Springfield.
Mass.

Journal Lubricators — (See Lu-
bricants).

Journal Packing, Steel Wool.
Robertson, Wm., & Co., Great
Northern Bldg., Chicago.

Lamps, Arc and Incandescent.

Anderson, A. & J. M., Mfg.
Co., Boston.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co.. 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg. Pa.

Lamp Sockets.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Law Books.
Bender, Matthew, & Co., Al-
bany, N. Y.

Lifts — (See Cranes, Hoist and
Lift).

Lightning Arresters.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-
tady, N. Y.
Stuart-Howland Co., Bostc
Western Electric Co., Chica
Westinghouse Elec. & Mai.u-
facturing Co., Pittsburg.

Line Material.
Anderson, A. & J. M., Mfg.

Co., Boston.
Creaghead Engineering Co.,

Cincinnati, O.
Johns-Manville, H. W., Co.,

New York.
Electric Ry. Equipment Co..

Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-
tady, N. Y.
Macallen, The, Co., Boston.
Marshall, R. W., & Co., 95

Liberty St., New York.
Recording Fare Register Co.,

New Haven, Conn.
Stuart-Howland Co., Boston.
Western Electric Co., Chicago.

Lock and Nut Washers.
Grip Nut Co., 152 Lake St..

Chicago.
National Lock Washer Co.,
Newark, N. J.

Lockers, Metal.
Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago.

Locomotives.
Baldwin Locomotive Works.

Philadelphia.
Johann, F. A., 1624 Pierce

Bldg., St. Louis.

Locomotives, Electric.

American Car Co., St. Louis.

Baldwin Locomotive Works.
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Locomotives, Gasoline.
Fairbanks, Morse & Co., Chgo.

Lubricants.

Dearborn Drug & Chemical
Works, Chicago.

Detroit Graphite Co., Detroit,
Mich.

Galena-Signal Oil Co., Frank-
lin, Pa.

U. S. Graphite Co., Saginaw,
Mich.

Whitmore Mfg. Co., Cleve-
land, O.

Lumber.
Barnes, G. H., Hardwood

Lumber Co., St. Louis, Mo.
Beidler, Francis, & Co., Chgo.
Berthold & Jennings, St.

Louis.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co.,

Campbell, Mo.

Lumber, Asbestos.
Johns-Manville, H. W., Co.,
New York.

Malleable Iron.
Beaver Dam Malleable Iron
Co.. Beaver Dam. Wis.

Measuring Tapes.
Lufkin Rule Co., Saginaw,
Mich.

Mechanical Draft.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Meters.
Johns-Manville, H. W., Co.,

New York.
Weston Electrical Instrument
Co.. Newark, N. J.

January 4, 1908. ELECTRIC RAILWAY REVIEW

Continued Successful Operation of

Pay-As-You-Enter Cars

has demonstrated that it is far better and more satisfactory

to run more cars during rush hours
to furnish a seat to practically every passenger
-and to get a fare from every passenger
before entering the car

than to follow the old plan of running a smaller number
of crowded cars, filled with dissatisfied passengers, a large
percentage of whom have escaped the payment of fares.

Add to these advantages the greatly increased safety of
operation (because of the constant presence of the conductor
on the rear platform) and the increased speed (because of the
improved method of loading and unloading passengers) and
you have the principal reasons why the

PAY-AS-YOU-ENTER CAR

is the greatest fare -collection improve-
ment in the history of street railways.

We license manufacturers and railways to build and use the
Pay-As-You-Enter Car, the patents on which are owned by

The Pay-As -You -Enter Car Company

duncan Mcdonald 2 6 Cortlandt Street, New York ™os. w. casey,

President Manager

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CLASSIFIED LIST OF ADVERTISERS Continued.

Molded Goods.
Massachusetts Chemical Co.,

Walpole, Mass.
Wood, G. S., Great Northern

Bldg., Chicago.

Motors, Electric.

Cleveland Armature Works,
Cleveland, O.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. T.

National Brake & Electric Co.,
Milwaukee.

Rossiter, MacGovern & Co., 17
Battery PI., New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Nut Locks.
Grip Nut Co., 152 Lake St.,

Chicago.
National Lock Washer Co.,

Newark, N. J.

Nuts and Bolts.
Grip Nut Co.. 152 Lake St.,

Chicago.
Lorain Steel Co., Philadelphia.
National Lock Washer Co.,

Newark, N. J.

Oilers.
Armstrong Oiler Co., 31st and
Chestnut St., Philadelphia.

Oils — (See Lubricants).

Overhead Equipment — (See Elec-
tric Railway Supplies).

Packings.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Johns-Manville, H. W., Co.,

New York.
Power Specialty Co., Ill

Broadway, New York.

Packing, Steel Wool Journal.
Robertson, Wm., & Co., Gt.
Northern Bldg., Chicago.

Paints.

Acme White Lead & Color
Works, Detroit.

Detroit Graphite Co.. Detroit.

Goheen Mfg. Co., Canton, O.

Massachusetts Chemical Co.,
Walpole, Mass.

Standard Paint Co., 100 Will-
iam St., New York.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

U. S. Graphite Co., Saginaw,
Mich.

Pay- As-You- Enter Cars.

Pay-As- You-Enter Car Co., 26
Cortlandt St., New York.

Pipe Bends and Fittings — (See
Steam Fittings).

Plumbago.
Detroit Graphite Co., Detroit,

Mich.
TJ. S. Graphite Co.. Saginaw,

Mich.

Poles, Metal.
Creaghead Engineering Co.,

Cincinnati, O.
Electric Railway Equipment

Co., Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Poles and Ties, Wood.

Advance Lumber Co., Cleve-
land, O.

Barnes, G. H., Hardwood
Lumber Co., St. Louis, Mo.

Beidler, Francis, & Co., Chgo.

Berthold & Jennings, St. Louis.

Churchill Cedar Co., Spokane,
Wash.

Humbird Lumber Co., Sand
Point, Idaho.

Lindsley Bros. Co., Spokane,
Wash.

Naugle Pole & Tie Co., 226
La Salle St., Chicago.

Pacific Coast Pole Co., Spo-
kane, Wash.

S-E. Missouri Cypress Co.,
Campbell, Mo.

Worcester. C. H., Co., Tribune
Bldg., Chicago.

Punches — (See Ticket Punches).

Rail Benders.

Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Fairbanks. Morse & Co., Chgo.

Kalamazoo Railway Supply

Co., Kalamazoo, Mich.

Rail Bonds— (See Bonds, Rail).

Rail Brackets.
Beaver Dam Malleable Iron
Co.. Beaver Dam, Wis.

Rail Drills — (See Drills, Track).

Rail Feed Wire — (See Wire and
Cables).

Rail Joints and Chairs — (See
Joints, Rail).

Rail Joints, Welded.
Goldschmidt Thermit Co.. 43

Exchange PI., New York.
Lorain Steel Co., Philadelphia.

Ralls, New.
Lorain Steel Co., Philadelphia.
New York Switch & Crossing

Co., Hoboken, N. J.
Wharton, Wm., Jr., & Co.,

Philadelphia.

Rails, Relaying.
Zelnicker, Walter A., Supply
Co., St. Louis.

Railway Equipment.
Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Railway Velocipedes.
Fairbanks Morse & Co., Chgo.
Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Registers and Fittings — (See
Fare Registers).

Relays.
Weston Electrical Instrument
Co., Newark, N. J.

Roofing.
Johns-Manville, H. W., Co.,
New York.

Rubber Goods, Mechanical.
Wood, G. S., Great Northern
Bldg., Chicago.

Rubber Preservative.
Wood, G. S., Great Northern
Bldg.. Chicago.

Sand Apparatus.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Kuhlman, The G. C, Car Co.,
Cleveland.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank. Co., 200 Sum-
mer St., Boston.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Sash Balances and Fixtures.
National Lock Washer Co.,
Newark, N. J.

Sash Operating Devices.
Drouve, The G., Co., Bridge-
port, Conn.

Seats, Car— (See Car Seats).

Shade Rollers — (See Curtains,
Fixtures and Materials).

Shutters, Steel Rolling.
Kinnear Manufacturing Co.,
Columbus, O.

Signals.

Blake Signal & Manufactur-
ing Co., Boston.

Telegraph Signal Co.. Roches-
ter, N. Y.

Skylights.
Drouve, The G., Co., Bridge-
port, Conn.

Snow Plows, Sweepers and
Scrapers.

American Car Co., St. Louis.

Brill, The J. G.. Co., Phila-
delphia.

Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

KuhJman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

Snow Plows, Sweepers and
Scrapers — Continued.
Stephenson, John, Co., Eliza-
beth, N. J.
Wason Mfg. Co., Springfield,
Mass.

Sockets, Waterproof.
Johns-Manville, H. W., Co.,
New York.

Special Agents.
Waddell & Mahon, 1133 Broad-
way, New York.

Splicing Compounds and Mate-
rials.
Massachusetts Chemical Co.,
Walpole, Mass.

Springs.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Railway Steel Spring Co., 71
Broadway, New York.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Sprinkling Cars.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth. N. J.

Wason Mfg. Co., Springfield,
Mass.

Steam Apparatus.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Steam Fittings, Etc.

Crane Co., Chicago.

Davis, The John, Co., Chgo.

Simmons, John, Co., 110 Cen-
tre St., New York.

Power Specialty Co., Ill
Broadway, New York.

Steel Cars.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co..
Cleveland.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield.
Mass.

Steel Tapes.
Lufkin Rule Co.. Saginaw.
Mich.

Stokers.

Babcock & Wilcox Co., 85 Lib-
erty St., New York.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Model Stoker Co., Dayton, O.

Under-Feed Stoker Co. of Am.,
Chicago.

Westinghouse Machine Co.,
Pittsburg.

"Strike- Breakers."
Drummond Detective Agency,

3 Ann St., New York.
Waddell & Mahon, 1133 Broad-
way, New York.

Superheaters.
Power Specialty Co., Ill
Broadway, New York.

Switches, Frogs and Crossings.
American Frog & Switch Co..

Hamilton, O.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.
Cincinnati Frog & Switch Co.,

Cincinnati, O.
Cleveland Frog & Crossing

Co.. Cleveland, O.
Fairbanks. Morse & Co., Chgo.
Lorain Steel Co., Philadelphia.
Morden Frog & Crossing Co..

Rookery, Chicago.
New York Switch & Crossing

Co., Hoboken, N. J.

Switches, Frogs and Crossings —
Continued.
Wharton, Wm., Jr., & Co.,
Philadelphia.

Switchboards and Switchboard
Instruments.

Anderson, A. & J. M., Mfg.
Co., Boston.

Chase-Shawmut Co., New-
buryport, Mass.

General Electric Co., Schenec-
tady, N. Y.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg.

Weston Electrical Instrument
Co., Newark, N. J.

Tapes and Webbing.

Hope Webbing Co., Provi-
dence, R. I.

Johns-Manville, H. W., Co.,
New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Testing Instruments.
Weston Electrical Instrument
Co., Newark, N. J.

Ticket Punches-
Meyers, Fred J., Mfg. Co.,

Hamilton, O.
Woodman Mfg. & Sup. Co.,
Boston.

Tleplates.
Beaver Dam Malleable Iron
Co., Beaver Dam, Wis.

Ties and Poles, Wood — (See
Poles and Ties).

Timber.
Beidler, Francis, & Co., Chgo.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co.,
Campbell, Mo.

Tools, Pneumatic — (See Pneu-
matic Tools).

Track Cleaners and Scrapers.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kalamazoo Railway & Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn & Dutton Co.,
Cleveland, O.

Wason Mfg. Co., Springfield,
Mass.

Track Drills— (See Drills, Track).

Track Tools.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.

Trimmings, Car.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Curtain Supply Co., Park Row
Bldg., New York.

Kuhlman, The G. C, Car Co.,
Cleveland.

National Lock Washer Co.,
Newark, N. J.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,

Wood, G. S., Great Northern
Bldg., Chicago.

Trolley Guards.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

WESTERNIEHEe^RI^

1 G OM F>AN>n

Start the Year 15)08 Right

You can do this by using
WESTERN ELECTRIC

D. C. GENERATORS

We make them in sizes large or small
and can guarantee prompt deliveries.
Write for Bulletin No. 3080-C today

Galena-Signal
Oil Company

FRANKLIN, PA.

THEIR SPECIALTIES

STREET RAILWAY LUBRICATION igSSSSS.

house equipment.

Same skillful expert supervision given in this service as in
steam railway service has produced very satisfactory results.
The business of our Street Railway Department has increased
beyond every expectation. In 1906 this department sold
ten times the number of barrels of oil sold by the same de-
partment in 1903.

We are under contract with many of the largest street and
interurban railways of the country.

We guarantee cost per thousand miles in street railway
service when conditions warrant it.

Write to Franklin, Pennsylvania, for further particulars.

STEAM RAILWAY LUBRICATION 5ft£-35£S3

Galena Coach, En-
gine and Car Oils for steam railway lubrication. Sibley's
Perfection Valve Oil for cylinder lubrication, and Perfection
Signal Oil for use in railway signal lanterns.

GALENA RAILWAY SAFETY OIL SftSgfflfelSj

cab, classification
and tail lights, and for switch and semaphore lamps. Burns
equally well with the long time as with the one-day burner;
with or without chimney as the burner requires. Is pure
water white in color; high fire test, low cold test, and
splendid gravity.

CHAS. MILLER. President

93.3%*

REDUCTION

in the drop over a contact carrying 1 ,000 amperes was the
result of a recent test made in a power house of the Com-
monwealth Edison Company of Chicago, by the use of the

HAROLD BROWN ALLOYS.

Contacts amalgamated with these Alloys over ten years
ago by the Metropolitan West Side Elevated Ry. Co. of
Chicago are still as bright as when first applied.

In October, 1897, the South Side Elevated R. R. Co. of
Chicago amalgamated the terminals of the bonds used on
the third rail and recent investigation showed the contacts
to be perfectly free from oxide and as good as
when first installed.

It is of these Alloys that the

Plastic Rail Bond

The bond that will transmit 3,000 amperes
without the slightest injury and show but 5
per cent depreciation after eleven years' se-
vere service.

Consider these FACTS, or, better still,

TRY IT.

HAROLD P. BROWN,

120 Liberty Street,
NEW YORK. II

SHAWMUT

Railway Link Fuses

ACCURATELY RATED
CAREFULLY MADE

WE CAN MAKE IMMEDIATE DELIV-
ERY ON STANDARD CAPACITIES
AND STANDARD CENTERS

CAR HEATER FUSES

Type A

Have you Bulletins Nos. 27 and 100?

CHASE-SHAWMUT CO.

NEWBURYPORT, MASS.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CLASSIFIED LIST OR ADVERTISERS C<

Trolley Retrievers and Catchers.

Earll, C. I., Bowling Green
Bldg., New York.

Electric Service Supplies Co..
1020-24 Filbert St., Phila.

Milloy Electric Co., Bucyrus.O.

Ridlon, Prank, Co., 200 Sum-
mer St., Boston.

Trolley Supply Co.. Canton. O.

Trolley Wagons.
Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Trolley Wheels — (See Trolley
Poles and Fittings).

Trolley Wire — (See Wire and
Cables).

Trolleys, Track.
Cleveland Armature Works,
Cleveland, O.

Trucks, Car.

American Car Co., St. Louis.

Baldwin Locomotive Works,
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C. Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Standard Motor Truck Co..
Pittsburg, Pa.

Standard Varnish Works, New
York City.

Stephenson, John, Co., Eliza-
beth, N. J.

Trucks, Car — Continued.

Van Dorn & Dutton Co.,

Cleveland, O.
Wason Mfg. Co., Springfield,

Mass.

Turbines.

General Electric Co., Schenec-
tady, N. Y.

Hooven-Owens-Rentschler Co.,
Hamilton, O.

Westinghouse Machine Co.,
Pittsburg, Pa.

Uniforms.
Henderson-Ames Co., The,
Kalamazoo, Mich.

Valves — (See Steam Fittings).

Varnish.

Acme White Lead & Color
Works, Detroit.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Milloy Electric Co., Bucyrus, O.

Nuttall, R. D., Co., Pittsburg.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Star Brass Works, Kalama-
zoo, Mich.

Trolley Supply Co., Canton, O.

Wallace Supply Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Ventilators.
Drouvfe, The G., Co., Bridge-
port, Conn.

Vestlettes.
Bellamy Vestlette Mfg. Co.,
Cleveland, O.

Waste, Cotton and Wool.
Hagv, J. Milton, Waste Wks.,
Philadelphia, Pa.

Water Softening Apparatus.
Dearborn Drug & Chemical

Works, Chicago.
Kennicott Water Softener Co.,

Chicago.

Wheels and Axles.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Griffin Wheel Co., Chicago.

Kuhlman, The G. C, Car Co.,
Cleveland.

Lorain Steel Co., Philadelphia.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Railway Steel-Spring Co.,
New York.

St. Louis Car Wheel Co., St.
Louis.

Standard Steel Works, Phila-
delphia.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.
Wheel Grinders.

Wheel Truing Brake Shoe Co.,
Detroit, Mich.

Whitewashing Machines.
Wallace Supply Co., Chicago.

Window Fixtures.
Drouv#, The G., Co., Bridge-
port, Conn.

Wiping Rags.
Hagv. J. Milton, Waste Wks.,
Philadelphia, Pa.

Wire, Aluminum.
Aluminum Co. of America,
Pittsburg, Pa.

Wire, Insulated.

Aluminum Co. of America,
Pittsburg, Pa.

American Electrical Works,
Providence, R. I.

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

Stuart-Howland Co., Boston.

Wire and Cables.

Aluminum Co. of America,
Pittsburg, Pa.

American Electrical Works,
Providence, R. I.

Bridgeport Brass Co., Bridge-
port, Conn.

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

Electric Railway Material

of every description

F. P. HARRISON ELECTRIC & MFG. CO.

(Incorporated)
169-170 South St. NEW YORK

GUILFORD S. WOOD

HIGH GRADE

Mechanical Rubber Goods

AIR BRAKE HOSE A SPECIALTY

P. £ W. PRESERVATIVE FOR HOSE

CAR FURNISHINGS

GREAT NORTHERN BUILDING, CHICAGO, ILL.

Ring in the Old

Don't Buy the New

Get a can of ARMALAC and go after that
rotten or burned out armature according
to directions — you will save money.

Sample for the asking to street railways
and manufacturing electric companies.

SEND FOR OUB BOOKLET ANYWAY.

MASSACHUSETTS CHEMICAL CO.

Walpole, Mass.

Waste for Electric Railway Service

Motor Packing Waste

Free from dirt and grit. Easy to pack. All long
strands. Good absorber. One packing of the journal
box will last longer than with the ordinary waste.

WIPING WASTE

White and colored sanitary cleaned wiping rags.
Samples submitted.

The J. Milton Hagy Waste Works

433 Spruce St. incorporated Philadelphia

Hamilton-Corliss Engines

AWARDED GOLD MEDAL AT WORLD'S FAIR, ST. LOUIS

Made in all sizes. We also build
other types for all purposes.
You are cordially invited to visit
our factories and to send for catalog.

The Hooven-Owens-Rentschler Co.

Hamilton, Ohio, U. S. A.

BRANCH OFFICES:
ATLANTA. GA, Equitable Building. BOSTON, MASS.,
H. E. Kundlett. CHICAGO, ILL., Marquette Building.
CHARLOTTE, N. C, A. H. Washburn. DENVER, COLO., Stearic It, ,dt Mfg. Co. Los AM. ELKS, CAL.,
Chas. O. Moore A Co. NEW TOKK, N. Y., XI Cortlandt St. 1'lTTSBUKli, 1'A., Machesnev Building.
SAN FUANOISC", CAL.. Chas. C. Moore & Co. SEATTLE, WASH., Chas. C. Moore & Co. ST. LOUIS,
MO., Chemical Hldg. ST. PAIL, MINN., It. B. Whitacro A Co. HONOLULU, S. I., Honolulu Iron
Works. DALLAS, TKX. W. R. Haynie, Wilson Bldg. NEW ORLEANS, LA., 417 Hennen Bldg. 2

January I. L908

ELECTRIC RAILWAY REVIEW

1.".

TRADE MARK

Registered U. S. Patent Otiice

The Standard for Rubber Insulation

RAILWAY FEED WIRES insulated with OKONITE are unequaled for flexibility, durability
and efficiency, and are in use by the leading Electric Street Railway Companies. OKONITE is
preferred above any other insulation for Car Wiring, Telegraph and Telephone Purposes

Okonite Wires, Okonite Tape, Manson Tape, Candee Weatherproof Wires

SAMPLES AND ESTIMATES ON APPLICATION

The Okonite Co., Ltd.,

WILLARD L. CANDEE, H. DURANT CHEEVER, Managers.
GEORGE T. MANSON, Geu'l Supt. ; W. H. HODGINS, Secretary.

253 Broadway, NEW YORK

THE BABCOCK & WILCOX COMPANY

Babcock. & Wilcox

85 Liberty Street, New York
■ Stirling =A & T Horizontal

Cahall Vertical

WATER TUBE STEAM BOILERS

STEAM SUPERHEATERS

Boston, Delta Bide

Philadelphia, 1110-1112 North American Bldg.

San Francisco, 63 First Street

Pittsburgh, Farmers Deposit Nat. Bank Bldg.

New Orleans, 343 liar St.

Works: Bayonne, N.J. Barberton, Ohio.

BRANCH OFFICES:

Denver, 410 Seventeenth St.
Salt Lake City, 313 Atlas Block
Washington, Colorado Building
Chicago, Marquette Bide.
Atlanta, Ga., 1132 Candler Bldg.

MECHANICAL STOKERS

Cleveland, 708 New England Bldg.
Mexico City, 7 Avenida, Juarez
Havana, Cuba, 116*4 Calle de la Habana
Los Angeles, 321 Trust Bldg.
Cincinnati, 0., Traction Bldg.

HEINE Water Tube BOILERS

THE KIND THAT ARE IMITATED

ARE MANUFACTURED ONLY BY THE

HEINE SAFETY BOILER COMPANY

421 Olive Street, St. Louis, Mo.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

Z/i

Cfl

-a

rsftf

3
-Q

S-4

3
-Q

O 1 "

C/3

and

3
■3
3
3

January 1. 1908.

ELECTRIC RAILWAY REVIEW

STEEL WOOL

Journal Packing

is used in the journal boxes of these

and other cars of Chicago's South

Side Elevated Railroad

This perfect packing was not adopted until after
the most severe service tests had been made.
Continued use proves that Steel Wool Journal
Packing saves oil, packing, labor and that it
prevents hot boxes and excessive wear.

You ought to try Steel Wool Journal Packing.
Samples are free for the asking.

Wm. Robertson & Company

General Office: Great Northern Bldg., CHIC AGO
Factory: 75 S. Jefferson St., Battle Creek, Mich.

it;

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

Ten Seconds
is Sufficient

for your dispatcher to set
a stop signal against any
car or train approaching
a meeting point —

provided,
of course,
that your
line is
equipped
with the

Telegraph

Signal

System

Dispatcher merely inserts plug in the
little machine illustrated above — the sys-
tem does the rest — and does it every time

One Line Wire. Adoption Cost Extremely Low
Write for Descriptive Literature

Telegraph Signal Co.

282 State Street, Rochester, N. Y.

Improved

Pipe Machines

THE E. C. & B. pipe-cutting and
threading machines, manufactured
by Crane Co., have been on the market
for many years and are unsurpassed for
durability and for rapidity and economy
of operation. The line is very complete,
ranging from small hand-operated tools
up to machines for handling 18-inch pipe.

Machines are furnished either
belt, engine or motor driven.

The illustration shows the No. 3}4 tool, capacity
2}4 to 6 inches, designed especially for rapid produc-
tion. Of the quick grip and sliding die head type,
it is very substantially and compactly built, there
being practically but three pieces to the machine.
The details which play such an important part in
the operation of pipe machines have been carefully
attended to. Among these may be mentioned:

Pipe may be gripped or released without
stopping the machine, by moving a lever,
owing to the special construction of the
gripping chuck.

Pipe that is not perfectly round is gripped
without slipping between the eight remov-
able roller contact jaws.
For centering or gripping long lengths of
pipe, an independent three-jaw chuck is
provided at the rear end of the spindle.
Die head is provided with patented air
cutting-off device, the most efficient
means yet invented for cutting pipe.
Changing dies is accomplished by dropping
the hinged cover.

Special catalogues of pipe machines sent upon request

CRANE CO.

CHICAGO

ESTABLISHED I8S5

January 1. 1908.

ELECTRIC RAILWAY REVIEW

Baltimore Center and Side Bearings

FOR ELECTRIC TRUCKS

Impossible

to Clog

Balls

No
Lubrication
Necessary

FLANGE WEAR
SAVES:] RAIL WEAR

TRUCK REPAIRS

DURABILITY: UNDER

BALTIMOR

E THE T. H. SYMINGTON CO.

HEAVIEST
LOADS

CHICAGO

ILL.

FOR SALE. FOR QUICK DELIVERY

6 55 -ft. Passenger, Baggage 5 52 -ft. Passenger and

and Smoking Car Bodies

Smoking Car Bodies— End ble

Main Compartment 26' 0"

Seating Capacity, 60

Smoking " 10' 6 n

Baggage " 10' 0"
Seating Capacity, 54

3 52 -ft. Passenger and

8 60-ft. Passenger, Baggage
and Smoking Car Bodies

Baggage Car Bodies -L° d ubIe

Seating Capacity, 56

Main Compartment 28' 6"
Smoking " 11' 0"

2 50-ft. Express Car Bodies

Baggage " 8' 0"
Seating Capacity, 58

Write or mire us for further information.

The Jewett Car Co. N hf o rk

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CARADVERT/S/NG

Almost Everywhere

Fla t Iron Building, New York .

THEY NEVER PULL UP

LLER ANCHOR CO., Norwalk, Ohio

ELECTRIC SERVICE SUPPLIES CO., Chicago Agents

It's Great!

Have you received a working
model of the Atlas Anchor ?

Ask for one — free.
THE ATLAS ANCHOR CO., Cleveland, Ohio

■L*"^"^^H

V# .•. %V\

■

■^■^■Mh^^^^k^kI

BALDWIN LOCOMOTIVE WORKS

BURNHAM, WILLIAMS & CO., PHILADELPHIA, PA., U. S. A.

Bunder. LOCOMOTIVES OF EVERY DESCRIPTION

Including ELECTRIC LOCOMOTIVES and

ELECTRIC TRUCKS

STANDARD STEEL WORKS,

SOLID FORGED ROLLED AND STEEL TIRED WHEELS

mounted on axles and fitted with Motor Gears for Electric Railway Service

HARRISON BUILDING
PHILADELPHIA. PA.

ELLIPTIC AND

COIL SPRINGS

PIPE FITTINGS

AND VALVES

FOR THE

iHEAIINGAND PLUMBING TRADE

| el OHM §IMMON§ Go.

! 104-110 Gentre street, new york

The Lorain Steel Company

Girder Rails and High Tee Rails
High-Grade Special Track Work

THE PENNSYLVANIA BUILDING, PHILADELPHIA, PA.

January 4, 190S.

ELECTRIC RAILWAY REVIEW

GILLETTE

SANITARY

SPRAY

CLEANS EVERYTHING

. BUT A GUILTY CONSCIENCE

Car cleaning made easier and cars kept cleaner.

Does away with the use of water, except in extreme
cases, thereby preventing the opening of joints and
rotting of timber caused by the use of water.

Kills dust, prevents it from rising while sweeping
floors, carpets and upholstery.

It polishes woodwork, mirrors and windows, and
preserves varnish and colors.

Kills all germs, thoroughly disinfects and sanitizes
the car.

Requires less labor and less expense than any other
method of cleaning cars.

Is used in the principal hotels, residences, apart-
ment houses and amusement places, as well as in
daily use on the cars of the New York City Ry. Co.

For particulars, address

GILLETTE CHEMICAL CO.

42 BROADWAY, NEW YORK CITY

Trolley Catchers

THE RIDLON No. 2

Made

little

stronger

than

the

service

requires

Thoroughly up-to-date and embodying many
exclusive advantages. Manufactured by skilled
mechanics in our own factory, where every detail
is given careful supervision.

Catchers sent on .10 days' trial

FRANK RIDLON COMPANY

200 Summer St., Boston, Mass.

Pacific Coast Representatives:

THE H. M. ESTES CO.

General Office, San Francisco, Cal.
Los Angeles, Cal. Branch Offices : Portland, Ore.

ASBESTOS WOOD

AS A SUBSTITUTE FOR
SLATE, MARBLE OR FIBRE

is without an equal, because it is ab-
solutely fire-proof and has an elec-
trical resistance almost equal to sheet
mica. Can be worked with ordinary
wood-working tools — holds screws well
and can be finished in any colors
desired.

AS A FIREPROOFING MATERIAL

ASBESTOS WOOD is the best fire-proof sheathing
known for electric cars. Its use is indicated wherever it is
desirable to protect the electrical equipment from grounds
and short circuits, and also to prevent danger of fire from
the same causes.

ASBESTOS WOOD can be used in almost all cases
where wood, slate or marble are usually employed and
where fire-proof construction is desired.

WRITE NEAREST BRANCH FOR CATALOG.

H. W. JOHNS-MANVILLE CO.

New York

Philadelphia

Kansas City

Milwaukee

St. Louis

Los Angeles

Chicago

Pittsburg

Minneapolis

Boston

Cleveland

New Orleans

Heattle

Buffalo

Dallas

Baltimore

San Francisco

London 720

ROOT

Snow
Scraper

For any type of car, for any type of
rail, for any condition of snow the
Root Snow Scraper gives perfect results.

It is the only Scraper made
that cleans out the groove and
prevents the wheel flange from
compressing the snow into ice
■ — a very import tint point.

We guarantee both the Scraper and its results

Kalamazoo Railway Supply Co.

KALAMAZOO, MICH., U. S. A.

20 ELECTRIC RAILWAY REVIEW Vol. XIX, No l.

Persistence in Advertising

IONG AGO some one said in refer-
^ ence to advertising, "Keeping
everlastingly at it brings success."
This is just as true today as it was
yesterday and will be tomorrow.

<IBut sometimes a manufacturer, who ^ Be fair! Do real advertising and then

wouldn't expect a sales force to break in- give it a fair opportunity to make good !

to a new territory to any extent much

under a year's time, expresses surprise ^Advertising will help sell your goods,

because the first few insertions of some if rightly done Does it every Jay for

new advertising do not produce imme- ot h er s— will do it for you, too.

diate results.

Q He is willing to give his salesmen ample <g You know electric railway men do not

time to become acquainted, but seems to lj e awa ke nights figuring how many

think the advertising ought to commence advertisements they can answer the next

doing business instanter. day— but their minds are open to impres-

(§ Probably he never read an advertise- sions through advertising — impressions

ment that made him do immediately as that lead to sales.

the advertiser desired, yet believes that

his advertising ought to make the reader fl These impressions you can make only

get busy at once. by "keeping everylastingly at it."

If you say the word, we will gladly send a representative to

discuss an advertising plan for your

particular business.

Electric Railway Review

160 Harrison Street
CHICAGO, U. S. A.

January 4, IE

ELECTRIC RAILWAY REVIEW

Allis-Chalmers Company

MILWAUKEE, WIS.

IF you are using Christensen air brake equip-
* merits, we suggest that you allow us to fill
your orders for repair parts, as we have the sole
right to manufacture under the Christensen
patents and are naturally more interested than
our competitors in the quality of material
and workmanship of the parts furnished.

A copy of our Bulletin No. 1509, giving the price list of
repair parts, with catalogue numbers opposite each item
for convenience in ordering, will be sent to you upon request

Let us quote you prices on your next repair part order

Save

No. 3

Your
Armatures

1 t* w '• V

Regulator open

Ball
Check

Durkin Controller Handle Co.

Main Office, 1515 Sansom St.
Treas. Office, 811 Arcade Bldg.
PHILADELPHIA

SOUTHERN AGENT

UNIVERSAL RAILWAY SUPPLY COMPANY

BALTIMORE

"TWO GOOD THINGS"

"Hughson"

High Pressure

Reducing

Valve

"Hochfeldt

Eclipse"

Back Pressure

and

Relief Valve
"ARE THE BEST OF THEIR KIND"

Manufactured by

The JphnDms (ompan?

Walter G. Ruggles Co., 54 High St., Boston, Mass., New England Agent

Send for Catalogue and Prices
We furnish material for power plants to sketch ready for erection

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

CLASSIFIED ADVERTISEMENTS

I Undisplaced advertisements are inserted under this heading at the uniform rate of one cent a word; minimum charge twenty-five cents.

Replies directed to this office will be forwarded ivhen required to any address in the United States, Canada or Mexico without extra charge.
Advertisements received at the Chicago office by 9 a, m. Thursday will appear in the issue for the same week.

POSITIONS WANTED.

BOOKS AND PUBLICATIONS.

A young man, 27 years of age,
with ten years' experience,
wants position as engineer or
electrician; unmarried; habits
strictly temperate; high-class
references. Address "No. 710,"
care Electric Railway Review,
Chicago.

Wanted — To make a change
in the near future as manager
or general superintendent of
street railway by an experi-
enced and successful general
superintendent; correspondence
solicited. Address "No. 517,"
care Electric Railway Review,
Chicago.

Position by a single man, 29
years old, practical electrician
and machinist, 10 years' ex-
perience, familiar with electric
car and locomotive repairs,
power and substation practices.
Non-union man. Address "No.
630," care of Electric Railway
Review, New York, N. T.

A young man (29) with seven
years' experience in every
branch of the transportation de-
partment desires a position with
a street railway company any-
where west. Best references as
to experience and character.
Address "No. 518," care Elec-
tric Railway Review, Chicago.

Position wanted as master
mechanic or shop foreman by a
competent man with extensive
experience and splendid refer-
ences. Understands city and
interurban cars and equipments
in every detail; an expert arma-
ture winder, can handle men
and repairs economically and
successfully. Position as winder
accepted if given advancement.
Employed but desires change.
Address "No. 522," care Electric
Railway Review, Chicago.

Auditor, experienced in elec-
tric railway and lighting and

construction accounting, wants
position with fair-sized com-
pany. Energetic and gbod sys-
tematize!*. Best references.
Address "No. 527," care of
Electric Railway Review, Chi-
cago.

Graduate civil engineer, Cor-
nell University 1902, experi-
enced in field work and trade
journalism, now engaged, de-
sires work with technical jour-
nal or publicity department of
manufacturing. establishment.
Address "No. 525," care of Elec-
tric Railway Review, Chicago.

Young man, 30 years of age,
who has nearly completed a
course of "Electric Lighting and
Railway" in the International
Correspondence Schools, desires
position which will give him
practical experience in power
house and switchboard work.
Willing to start at a nominal
salary. Address "No. 526," care
of Electric Railway Review, Chi-
cago.

Position wanted — Graduate
electrical engineer of five years'
experience in the construction
and operation of electrical and
steam power plant apparatus,
its operation and maintenance;
has held position of responsi-
bility with large corporation;
can handle mechanical and elec-
trical engineering propositions of
various kinds successfully; fa-
miliar with machine shop prac-
tice and the handling of all
types of labor; expert on turbo-
generator sets. Location no ob-
ject; 28 years old; unmarried;
habits strictly temperate. High-
est class references. Address
"No. 521," care Electric Railway
Review, Chicago.

Position wanted by young
man (22), good habits, with in-
terurban road; wishes to gain
practical operating experience.
No technical training. Good
references. Address "No. 523,"
care Electric Railway Review,
Chicago.

Position wanted by a thor-
ough practical engineer and ma-
chinist; 16 years' experience
with compound Corliss engines
and turbines, A. C. and D. C.
electrical apparatus. Age 35;
efficient and reliable; refer-
ences. Address "No. 520," care
of Electric Railway Review,
Chicago.

Experienced and efficient engi-
neer with power station experi-
ence (both planning and con-
struction, as chief engineer and
as superintendent of construc-
tion) desires position with
operating company as engineer,
assistant to manager or super-
intendent. Address "No. 515,"
care the Electric Railway Re-
view, Chicago.

POSITIONS OPEN.

Twelve offices, covering entire
street railway and manufactur-
ing world. 1,000 technical and
office positions open. Confiden-
tial service; write today, HAP-
GOODS, 305 Broadway, New
York, or 1010 Hartford Bldg.,
Chicago.

jWISOELL\NE0^^

You can sell second-hand cars,
machinery and material through
advertising on this page. Ask
about the special rates. Elec-
tric Railway Review, 160 Harri-
son Street, Chicago.

Ask us about any book on

electric railway and allied sub-
jects. We publish some and sell
all that are in print. The Wil-
son Company, 160 Harrison
Street, Chicago.

We want your friends to read
the Electric Railway Review.
You will do them — and us — a
favor by sending their addresses.
We will gladly mail free sample
copies. Electric Railway Review,
160 Harrison Street, Chicago.

If interested in any phase of
steam transportation, you will
find every development covered
fully and accurately in The Rail-
way Age. It is the leader and
acknowledged authority in this
field. Ask for free sample copies.
The Railway Age, 160 Harrison
Street, Chicago.

A copy of "The Motorman and
His Duties," the standard hand-
book on the theory and practice
of electric car operation, is
worth many times its cost to
every man interested in the sub-
ject. Send for 16-page pamphlet
of sample pages. The Wilson
Company, 160 Harrison Street,
Chicago.

If you have copies of the
Street Railway Review of Feb-
ruary or June, 1906, or of the
index for 1904, or of the Elec-
tric Railway Review of Octo-
ber, 1906, write us at once, stat-
ing condition and naming price
for each copy. Address "No.
514," care Electric Railway Re-
view, 160 Harrison street, Chi-
cago.

Wanted —

A NEW YORK REPRESENTATIVE

for the ELECTRIC RAILWAY REVIEW

— a man thirty-two to thirty-five years old, energetic, resourceful, of pleasing address and staying
qualities, who has a good record as a successful advertising salesman. 1 Our proposition includes more
than mere space-selling, as we give advertisers a complete advertising service at the cost of white
space. This means that our representative must know what good advertising is and how it is pro-
duced, and be able to tell others who don't know but ought to. He must be able to co-operate
intelligently with the advertiser in planning advertising campaigns that will help sell goods, though it
is not imperative that he be capable of producing finished advertisements. Experience on technical or
trade journals, while desirable, is not necessary. ^[ The man who can meet our exacting requirements
will be offered an unusual opportunity. In replying, give an idea of salary expected.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

WHEN YOU WANT Surveyors, Civil, Mechan-
ical or Electrical Engineers, Draughtsmen,
Power and Sub-station Attendants — just write us.

THE ENGINEERING AGENCY

Monadnock Bldg., Chicago

FOR SALE CHEAP!

One 14i22 eight-wheel locomotive
Ten 34-foot 60,000 capacity Hat cars
Two Greenleat turntables
70 bo) cars, 40 aid 50,000 capacity
80 Good Second-hand Bridges

Specifications and Blue Prints on application
F. A. JOHANN

1624 Pierce Bldg., St. Louis, Mo.

ROSSITER, MACGOVERN & CO. (inc.)

90 West Street. New York

FNfilNFS Boilers, Locomotives, Cars,

W 5 GENERATORS M S? DC

Transformers, Railway, A. C. & D. C. Mil 1 UK J

THE CURTAIN SUPPLY CO.

CAR CURTAINS
CHICAGO. 85-98 Ohio Street 1819 Park Row Bldg., NEW YORK

Gongs

For Street Cars

G. C. REITER, Canton, Ohio

Bells

TRACKLAYING BY MACHINERY

SIMPLE, RAPID AND ECONOMICAL

D. F. HOLMAN RAILWAY TRACKLAYER CO., 1102 Ellsworth Bldg., Chicago

Bellamy Vestlette

For Street Railway Conductors

ABSOLUTELY SAFE. Money cannot be

lost or stolen from these pockets

OVER 130,000 IN USE

Saves the price of a coat yearly. Conductor's
uniform always presentable. Adopted as a part
of the uniform by over 200 Street Railway Com-
panies. Price $2.00, sent to any address prepaid,
where we have no agent. Agents wanted on
every line.

The Bellamy Vestlette Mfg. Co., Cleveland, 0.

Patented April 27, 18y7 and A. F. JURY, 265 Yonge St., Toronto, Canada

Advertise
in the

Electric
Railway
Review

To get an employe.
To secure a job.
To sell second-hand
machinery, cars, etc.

Want Ads cost only one cent
a word per insertion. Special
rates on "For Sale" Cards —
ask about them.

The Fred. J. Meyers

Mf[>. Co. Hamilton, 0.

Largest Manufacturers In the World of
TICKET and CONDUCTORS'
PUNCHES
Send for catalog of 75 dif-
ferent styles of punches
with 10UO different dies.
Write for special prices.

TICKET PUNCHES

Our Cast Steel Ticket Pu

R. Woodman Mfg. & Supply C

63 Oliver St., HUSTON, MASS., D. S. A

40% SAVED

BY USING

Lumen Bronze Axle Bearings

Cast in metal mold — require no machine finish

Lumen Bearing Company

BUFFALO — TORONTO

Do you know about
our Regulator?

ASK US

GENERAL

STORAGE BATTERY CO

Works, Boonton, N. J. Offices, 42 Broach* ,n . N . \

ECLIPSE

Life Guard

Manufactured by the

ECLIPSE RAILWAY SUPPLY CO.

Cleveland, Ohio

High Grade Caps

for street railway men. Our
prices will interest all who
wear caps. Send for Electric
Railway Uniform catalog.

The Henderson-Ames Co.

Kalamazoo. Mich.

ELECTRIC RAILWAY REVIEW

-?■■■■■■■■■■■

Vol. XIX, No 1.

Orgy of the Growl Devils

You can quiet the riot of the Growl Devils in fast-running
electric car gears, save gear wear and power by using

U. S. G Co's

Graphited Wood Grease

Incorporated with thoroughly graphited wood pulp (or
fibre), this Grease reduces friction to a minimum and
makes gears practically noiseless. It "stays put," is very
adhesive and lasting, prevents "grinding," does not ooze
out of boxes or require frequent application — a labor,
power, trouble and money saver.

Ask for booklet W-3.

THE UNITED STATES GRAPHITE

SAGINAW, MICH., U. S. A.

C"C

Every nickel collected is registered
before reaching the conductor's hand
when you use the

Rooke Automatic
Fare Collector

The Rooke System is a revolution
in fare-collecting methods, and as
far superior to old systems as the
trolley car is to the horse car.

1 Why not ask us to prove it ?

Rooke Automatic Register Co.

PROVIDENCE

RHODE ISLAND

Special Work, both Girder
and Tee Rail

Porter Derailing Switches

The Cleveland

FrOg & CrOSSing CO., Cleveland

Avoid
Accidents

By Using
This
Switch

SPECIAL TRACK WORK OF
EVERY DESCRIPTION

Anti- Straddling or Anti-
Kicking Tongue Switch

New York Switch & Crossing Co.

HOBOKEN, N. J

It will not drive down at the

heel, because it is held to either

side with a spring tension and

firmly down on its

bed. A car can not

straddle this tongue.

WHITE FOR SPECIAL
CIRCULAR

January 4, 1908.

ELECTRIC RAILWAY REVIEW

TUBULAR POLES

IRON OR STEE1/

Electric

ElECTPvIC

Lighting Coy

/iGML)
TELEPHO^r^

Telegraph)

TRAK/ttU/ICW
L I ^r E ^r

A N X>

Cate nary

s/uyPE^ori O N

ELECTRIcRAILVAYlQUIPi*VLNT&

Gene/vi/ Office Cin ci n nati OU^A
yjhops- Treading Fa -"Wheel in g"WV\

NOW

is the time to save money

We enable you to do this by
repairing your broken steel
motor cases at small expense

E ARE prepared to undertake the repair
of broken steel motor cases at our Jersey
City Works. We are equipped with ex-
ceptional facilities for doing this work
quickly, efficiently and economically. Further-
more, all work of this nature done at these
shops will be guaranteed in every particular; in
fact, we will REFUND THE ENTIRE VALUE
OF THE MOTOR CASE in any instance where
it is shown that under regular service conditions
and within a period of one year from the time of
making the repair, our weld did not hold and that
the motor case broke again in the same place as
the original fracture.

Can we do more?

Write for full details, shipping instructions and
prices NOW, as this offer holds for only three
months from date.

Pamphlet No. 36-Q gives full information.

GOLDSCHMIDT THERMIT CO.

90 West Street, New York

432-436 Folsom Street, San Francisco

WASHBURN
Traction Draft Rigging

The highest development of its kind, so designed and con-
structed that the draft rigging is always directly in the line
of all pulling and buffing strains. In other words, the spring
takes up all shocks without undue strains on the rigging.

This is the draft rigging that enabled heavy internrban
cars to be hauled on their own wheels in trains from St.
Louis to Los Angeles without a breakage.

Further comment on their strength is unnecessary.

Ask for iieu- catalogue of traction devices.

Washburn Steel Castings & Coupler Co., Minneapolis, Minn.

Western Agents : Tweedy, Hood & Finlen, 20H Fisher Bids,'., Chicago Canadian Agent : John Taylor

Carbonizing Coating

preserves metal where all other paints fail.
Durability and Economy Guaranteed.

Manufactured exclusively by

The Goheen Manufacturing Co.

Canton, Ohio, I . S. A.

Dock House, Billiter Street, London, E. C, England

ELECTRIC RAILWAY REVIEW

Vol. XIX. No 1.

SMITH improved NUTS

THE PETER SMITH HEATER CO.

The Pioneer Manufacturers of HOT WATER HEATERS

for City and Interurban Cars. *

OFFICE AND WORKS: DETROIT, MICH.

FOSTER SUPERHEATERS

INSTALLED IN ANY TYPE OF BOILER, Descriptive Catalogue on Request.

POWER SPECIALTY COMPANY
III Broadway, New York

Rolled
from
Ml Best Quality
Steel

Catalogs at Agencies

Baltimore. Mil. Portland, Ore.

Boston. Mass. Seattle Wash.

Chicago, 111. St. Paul, Minn.

Denver, Colo. St. Louis. Mo.

Pittsburg, Pa. Troy, N. Y.

Londt

Eng.

Montreal, Can.

CONTINUOUS JOI

W'KBKK JOINT

WOLHAUPTBB JOINT

Additional safety and economy in Track Maintenance has been proved
by the use of Continuous, Weber and Wolhaupter base-supported rail
joints — after ten (10) years' service, having a record of over 25,000
miles in use — the extent of which is evidence of their excellence.

THE RAIL JOINT COMPANY

General Offices: 29 West 34th Street, New York City

Makers of Rail Joints for StaDdard and Special Rail Sections, also
Girder, Step or Compromise, and Insulating Rail Joints, protected by
patents in I'nited States and Foreign Countries.

The Lindsley Brothers Company

Producers and Shippers of

WESTERN CEDAR POLES RED FIR CROSS ARMS

Eastern Sales Office, Monadnock Blag., CHICAGO SPOKANE, WASHINGTON

We have in our Chicago Yard avail-
able for RUSH SHIPMENTS a SE-
LECTED STOCK of POLES and TIES

NAUGLE POLE AND TIE CO.

Chicago Office, 226 La Salle Street

We are Producers and Wholesale Dealers in Western

CEDAR POLES

Yards in Washington. Idaho, Montana

and British Columbia

WRITE US FOR DELIVERED PRICES

CHURCHILL CEDAR CO., B„ s 1409, Spokane, Wash.

Idaho Cedar Poles

G. H. BARNES HAKDWOOD LUMBER CO.

Office and Yard : Main and Warren Sts., ST. LOUIS, MO.

Ties,CarOak,Poplar,Ash,Cherry,Plain and Quartered Oak

PACIFIC COAST POLE CO.

SPOKANE. WASH.

ELECTRIC HEATERS o F f^s clases

New York Consolidated Car-Heating Co. Chicago

Complete Plants for the Rapid
Handling of Material

Every Sort of Hoisting Apparatus

BROWN HOISTING MACHINERY CO. Cleveland, Ohio

POLES and PILING

20,000 35s and 40s
Ready to Ship at Once

S=E. Missouri Cypress Co., Campbell, Mo.

C. H. WORCESTER CO.

M ^ »7il :ll =!•] m yi

PRODUCERS AND WHOLESALERS

lulte 1710 Tribune Building - - CHICJ

CHESTNUT f> O *~E S

edar, Oak and Chestnut Ties

ftlOM OUR OWN TIMSER tANSS:

THE

ADVANCE LHJ'M BE R C O.

CLEVELAND, OHIO

January 4, IS

ELECTRIC RAILWAY REVIEW

Dearborn Water Purifying Reagents

Increase the efficiency and the years of service of steam boilers by keeping them in good con-
dition internally. Gallon sample of the water required for analysis before preparing treatment.

Dearborn Drug & Chemical Works

WM. H. EDGAR, FOUNDER

299 BROADWAY, NEW YORK

Postal Telegraph bldg., CHICAGO

THE MIGHTY
MIDGET

HOT WATER CAR HEATER

Adapted for Large Electric Cars and Long Distance Lines. Exclusively used on Largest Electric Systems. Ask for Catalog

THE WILLIAM C. BAKER HEATING & SUPPLY CO., 14a t JSSTnS aan

RE-ENFORCED SPOKE WHEELS

For City and Suburban Cars
ST. LOUIS CAR WHEEL CO., St. Louis, Mo.

GRIFFIN WHEEL CO.

CHICAOO
CHILLED IRON CAR WHEELS IRON OR STEEL AXLES

The

Recording

Fare Register

Company

Coach and Car

(Metal)

Surfacer

Elastic — Durable — Economical

tLoui
surfacer

PEC I ALT I Ej

ST. LOUIS SURFACER
K & PAINT COMPANY

St. Louis, U. S. A.

It costs
just two 5c fares

to heat a car 24 hours if you

use a COOPER HEATER

Send for interesting pamphlet

The Cooper Heater Co., Dayton, Ohio

Whitmore's
Gear Protective Composition

will thoroughly lubricate the gears and pinions
and make them noiseless, and perform what
all other lubricants have failed to do.

^ We shall be pleased to furnish, upon ap-
plication, the names of roads that have been
using our product for the past three years.

The Whitmore Manufacturing Company

Cleveland, Ohio, U. S. A.

The National Standard for Car Cur-
tains and Car Upholstery.

AGOSOTE HEADLINING

The only headlining made in one solid piece. Will not
separate, warp or blister. Waterproof and homogeneous.

THE PANTASOTE COMPANY

707 Fisher Building, Chicago, 111

I 1 Broadway. New York

ALUMINUM

Railway Feeders

wnas a o' r Electrical Conductors

Aluminum Feeders are less than one-half the
weight of copper feeders and are of equal con-
ductivity and strength. If insulated wire or cable
is required, high grade insulation is guaranteed.

Write for prices and full information*

Aluminum Company of America

PITTSBURGH, PA.
Formerly The Pittsburgh Reduction Company

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

Queen

Testing Sets

"The Recoonized igg

M?0g£sgSm U. S. Stand-

standard" \&~

g^ ard Testing

Voltmeters fp

|j§ Sets

Ammeters H

I ^I^L Rail Bond

Switchboard Tj

SSfiffljffiftjqjP BWfr., testers

and Portable

1 Galvanom-

Alternating dfel

I eters,etc.,etc.

and Direct Wt

Instruments for

Current ~

^m&P^ All Purposes

ueen Acme Testing Set

QUEEN & CO., inc., Philadelphia, Pa.

E. C. Van Valkenburgh

Promotional Advertising
for Electric Railways
211/ West 102d St.
CHICAGO

A comprehensive plan based on local
conditions in your territory and having
for its object the systematic development of travel over your road-
Copy that will bring to public attention, in a forceful manner, all
the attractive features of your service and your territory-
Careful attention to all matters of detail essential in obtaining
satisfactory results from your advertising expenditure —

These are some of the important features of the Van Valkeoburih
Adterlisioi Service, a service that co-operates with your traffic depart-
ment and insures timely advertising matter that will produce results.
Let us submit a plan for your consideration.

WESTON Electrical Instrument Co.

Main Office and Works:
WAVERLY PARK, NEWARK, N. 3.

Illuminated

Dial Station

Instruments

SEND FOR NEW CATALOGUE

ston Standard II)
Dial Station

Model 11

Berlin— European Weston Electrical Instru-
ment Co., Rltterstrasse, No. 88
nated Paris. France — E. H. Cadiot. 12 Rue St. Georges
London— Audrey House. Ely Place, Holborn
New York Office— 74 Cortlandt St.

GREEN TRAVELING LINK GRATES

Highest
Capacity

*.„*8~*."r^

GREEN ENGINEERING CO.

Main Office: Commercial National Bank Bldg., Chicago, III.

Branch Offices: Pittsburgh : St. Louis : St. Paul : Louisville
General Foundry Work a Specialty

"Not an
Experiment"

The Providence Fender has
been in successful operation
on hundreds of roads for
1 3 years, and has proved
itself reliable under all
conditions of Street Rail-
way service.

CONSOLIDATED CAR FENDER COMPAQ

OHice and Factory: PROVIDENCE, R. I.
Branch Office : 110 E. Twenty-third St., New York
European Agents : Comptoire d'Electricite, t>, Rue Boudri

Established 1877.

ALBERT & J.

M. ANDERSON MFG.

CO.,

ELECTRICAL APPLIANCES!

SWITCHES, SWITCHBOARDS,
TIME SWITCHES, LINE MATERIAL,
COPPER CASTINGS (75^) CONDUCTIVITY.
289-293 A ST., BOSTON, MASS., U. S. A.

New York, 135 Broadway.

Chicago, 175 Dearborn Street.

Boston, Pertlngell-Andrew
New York, R. W. Marshal
& St. Louis, J. C. Wl

s Co. San Francisco, Eccles & S
& Co. Atlanta, Newcomer Manry
ite. Denver, E. M. Messlter.

onto, Ont., H. J. Surtees.

mlth Co.
Co.

Over 46,500 of

Wood's Car Gate

Patented U. S. and Canada

Equipments Now in Use

Do not bother passengers. Easy to
operate. Light, strong, serviceable.
Simple to apply on all styles of cars.

Ask for Prices

R. BLISS MFG. CO., Pawtuckd,R.I.,U.S.A.

New York Office, National Novelty Corporation, 826 Broadway

January 4, 19US.

ELECTRIC RAILWAY REVIEW

SOFT WATER

for Power Plants

Eliminates
Boiler Troubles

— does away with scale, corrosion or pitting,
leaky flues, mud burning and all the attendant
expensive evils.

To get soft water

— first, analyze the water and ascertain
what harmful impurities it contains

— then, remove the impurities before the
water goes into the boiler. Do not try to
make a water softener out of the boiler.

The most successful water softener is the
Kennicott. It is built upon the right lines and
its operation is simple. The result is simple,
too — just soft water fehat will not scale or
corrode.

Every Kennicott Water Softener is guaranteed to
produce definite results before it is built. You know
exactly what the machine will do and what it will
cost to do it before you give your order.

And the sale is conditioned solely upon the ful-
fillment of our agreement in every particular.

Write for full particulars of our fair and square
proposition.

Kennicott Water Softener Co.

HARTSHORN'S SPRING SHADE ROLLERS

Used the World Over Wherever Cars are Run

y^j^0K^^3^

STEWART HARTSHORN CO.

CAST NEWARK. N. J.

BUCKEYE ENGINE CO.

SALEM, OHIO

Builders of High Class
STEAM AND GAS ENGINES

in powers from 25 to 10,000 H. P.

Correspond with us before placing orders.
Catalogues on application.

Factory of The Milloy Electric Company
Bucyrus, Ohio

The Milloy Trolley Base

built in our new and specially equipped
factory, insures a quality which will give ex-
cellent service under ordinary and extraor-
dinary conditions.

The Milloy Base is unusually low, has even
tension on high or low wire. Has no ful-
crum, no friction, no oil, no center post.
Always efficient. Particulars on request.

THE MILLOY ELECTRIC COMPANY

Bucyrus, Ohio

Hydraulic Jacks

The different styles and sizes of
Watson-Stillman Jacks number 400.
No matter what your particular job
may be, we have the hydraulic jack
to handle it with greatest conve-
nience, dispatch and economy.

No matter whether the load is
lighter or heavy, we have the tool.
Every Watson-Stillman tool is guar-
anteed.

Send for Jack Catalogue and you
will see a sure way out of your Jack
troubles.

THE WATSON-STILLMAN CO.

Main Office, 26 Cortlandt Street, New York City

Branch Office, 453 The Rookery, Chicago, 111.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

The A rnold C ompany *

ENGINEERS-CONSTRUCTORS
ELECTRICAL — CIVIL- MECHANICAL

ISI LASALLC STREET

CH IC. AGO

A. L. REGISTER & CO.

Engineers and General Contractors— Elect
112 North Broad St. PHILADELPHIA, PA.

i Railways

Established 1889

CENTRAL INSPECTION BUREAU

Inspection of Rails, Ties, Cars, Motors, Bridges, Buildings, Etc.
17 STATE STREET .... NEW YORK CITY

H. JVl. Byllesby <S? Company

Incorporated

ENGINEERS

American Trust Bldii.. Chicago

Design, Construct and Operate

Railway. Light. Power and

Hydraulic Plants

J. G. WHITE & COMPANY

INCORPORATED

Engineers, Contractors

43-49 Exchange Place, HJ»»... \/*~t, f\J V

41-43 Wall Street NeW YOrk, N. Y.

Principal Philippine Office: Manila, P. I.

The Roberts & Abbott Co.

E. P. ROBERTS ENGINEERS W.H.ABBOTT

Electric Railways, Light and Power

Complete Industrial Plants
CLEVELAND Chicago

Water Power Development

Philadelphia Baltimore

SANDERSON & PORTER

EncineerswContractors

Examinations - Reports - Designs-Specifications

Construction-Equipment-Supervision shs Management

tSE RAILWAY, LIGHT^POWER PROPERTIES!

HYDRO -ELECTRIC * DEVELOPMENTS

52 William Street New York

Surface, Jet and Barometric Condensers

Edwards Air Pumps Centrifugal Pumps

Water Cooling Towers

Wheeler Condenser & Engineering Company-
West and Cedar Streets, New York Works, Carteret, N. J.
Mouadnock Block, Chicago, III.

SHIMER & CHASE CO.

Experienced Promolors of Electrical Railway Projects

Correspondence Solicited OMAHA. NEB.

U. Jaastad

P. .1

Harleman

F. E.

Greenwood

SH EAFF

& JAASTAD

ENGINEERS

Broad Exchange Building. 88

Broad Street,

BOSTON

MASS.

LIINE MATERIAL.

ELECTRIC SUPPLIES FOR RAILWAYS, POWER PLANTS, ETC.
THE CREAGHEAD ENGINEERING CO., 346 Main Street, Cincinnati, Ohio

w ?c7 E MODEL STOKER COMPANY d £h]£ n

for detailed information about the best
AUTOMATIC SMOKELESS FURNACE:

SPRINGS —TIRES— STEEL-TIRED W H EELS

RAILWAY STEEL-SPRING CO.

General Offices: 71 Broadway, New York

St. Ry. Rep.

Report the Street Railway Decisions with

Notes of the State and Federal Courts.

MATTHEW BENDER & CO.

ALBANY, N. T.

HART

CONVERTIBLE

BALLAST, CONDOLA
AND CONSTRUCTION

CAR

RODGER BALLAST CAR CO., Railway Exchange, CHICAGO

GEARS AND PINIONS

FOR AUL TYPES OF MOTORS
THE VAN DORN 4. DUTTON CO., Cleveland, Ohio

WHEEL TRUING BRAKE SHOES

Repair Crippled Wheels While Running
THE WHEEL TRUING BRAKE SHOE CO., Detroit, Mich.

•TrlSaMSTt

BRAKESHOE COMPANY

STONE & WEBSTER ENGINEERING
CORPORATION

CONSTRUCTING ENGINEERS

147 MILK STREET, BOSTON

ELECTRIC RAILWAY, LIGHT & POWER PLANTS
WATER POWER DEVELOPMENTS

E. SAXTON

CONTRACTOR

SPECIALTIES:

CONDUIT ELECTRIC RAILWAYS
TROLLEY LINES

CONDUIT SYSTEMS, Etc.

OFFICE, 841 BLADENSBURG ROAD, WASHINGTON, D. C.

Long Distance Telephone, East 887

January 4, 1908.

ELECTRIC RAILWAY REVIEW

(end view)
I Has adjustable steel noses — suitable for general
urban and light interurban service. The most effi-
cient low-priced electric snow-plow on the market.

The Russell
Pedestal Electric Snow -Plow No. 6

Further information on request — also catalog Electric Snow Plows.

RUSSELL CAR & SNOW-PLOW CO., Ridgway, Pa.

Wendell & M

Middletown Car Works, inc.

MIDDLETOWN, PA., U. S. A.
London Office: 6 Old Jewry, London, E. C.

bteel r lame Cars have proven in steam service far
superior to old fashioned Wood Frame Construction.

We would be pleased to send you Photographs and Specifications.

Manufacturers of All Kinds of

Steel Frame Box Express Cars. Hopper Ash and Cinder Cars.

Rail Laying Cars and Work Cars.

WILLIAM B. DEMING, Export Agent . . 17 State Street, NEW YORK
H. A. CLARK & CO., Domestic Agents . 17 State Street. NEW YORK

CAR BODIES

Of All Types

TRUCKS

To Suit

CINCINNATI
CAR COMPANY

CINCINNATI, OHIO

STANDARD SEMI-CONVERTIBLE — For Use All the Year

Steel Passenger Cars and Trucks

For Steam and Electric Railways
Steel and Composite Freight Cars for all Classes of Service

Pressed Steel Car Co.

Offices: PITTSBURGH, NEW YORK, CHICAGO, ATLANTA, ST. LOUIS, MEXICO CITY. SYDNEY, N. S. W.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

POLE PAINTS

that insure economy through
exceptional durability. Let
us send you a color card.

Detroit Graphite Company

DETROIT, MICH.

Dept. S.

Rolling' Doors

FOR.

BSfel «&J

ROLLING DOORS

In Steel, Wood or Bronze

FOR CAR BARNS, FREIGHT SHEDS, ETC.

JAS. G. WILSON MFG. CO.

New York Office: 3 W. 29th Street

ESTABLISHED 1876 Incorporated 1903

lis 1 !

Ill

w^M

Operate Easily, Speedily, Satisfactorily
and are very durable. Write for Catalog .

The Kinnear MairCgCo

BOSTON

85 WAT ERST.

■NCAGO

CLARK ST

PHILADELPHIA 1

iOI r CHESTNUT STv

Save Money on Repairs and Parts
for Railway Motors

by patronizing our works
—the largest of their kind
in America— where we

— make Armatures complete, re-
shaft and rewind them

— furnish Commutators complete,
refilled and assembled

— do all kinds of field work for
nearly all different makes of
Dynamos and Motors.

We give the best of service. You can
pay freight both ways (unless very far
distant) and still save money.

Cleveland Armature Works

Cleveland, Ohio

FlectriG R ailway Review

PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO

Entered as BeconCrclasa matter January 6, 1907, at the postoffice at Chicago, 111., under the act of March 3, 1879.

lijii Harrison .street. Chicago v _, v , v

150 Nassau Street New York Vo & X , IX CHICAGO, JANUARY 4, 1908.

1".l".i Williamson Bldg.. Cleveland

ption: Domestic

For.-ii.-ii .

Canada .

The average master mechanic of a small road is a mechanical
genius and the problems which he must solve vary so widely

in character that his position would not be
Small well filled if he were not able continually

Roads and to advance new methods for saving time

Shop Kinks. and money. The earnings of a small road

do not permit it to equip shops with many
of the tools considered economical in the repair work of larger
roads; therefore, it devolves upon the master mechanic to
improvise shop methods that will permit him to repair his
cars as cheaply as possible, substituting home-made apparatus
for expensive machinery. He observes in his work that the
few equipments of a small road must be inspected as rigor-
ously as those on the larger roads and, to show the highest
profit from his work, they must be kept in an equally high
state of repair. In this issue of the Electric Railway Review
the shop practice of the Allegheny Valley Street Railway, a
comparatively small interurban road in Pennsylvania, is de-
scribed by H. P. Mentzel, master mechanic. This article
presents an interesting description of the very thorough meth-
ods of inspection practiced, and describes many shop prac-
tices that have been found satisfactory.

The plan of enforcing the pay-as-you-enter system of fare col-
lection, without the use of cars especially built for the pur-
pose, as attempted in Pittsburg last week,
Pay-As-You-Enter does not seem to have been a startling suc-
Experiments in cess. As reported in last week's issue of
Pittsburg. the Electric Railway Review, the Pittsburg

Railways Company on December 24 began
to require the passengers to enter by the rear platform and
leave by the front platform and to pay their fares as they
entered the car. It was stated that the object was to enable
the conductor to remain on the rear platform in order to
lessen accidents. This practice lasted less than a week.
Many of the passengers absolutely refused to comply with
the company's wishes and did everything in their power to
handicap the conductors, such as by requiring them to change
bills and by purposely boarding the cars in crowds. In a
short time the conductors were completely discouraged and
notified the company that they could not enforce the order.
On December 30 the order was rescinded. It is stated that
the climax came when a woman with a baby and a number
of packages entered a car holding her nickel in her mouth
and swallowed it while explaining her predicament to the
conductor. We are not advised whether the Pittsburg Rail-
ways Company wished to make a test of the pay-as-you-enter
idea before ordering special cars, or whether it hoped to make
the plan succeed without the pay-as-you-enter cars, but in
either case it seems extremely inadvisable to try such a plan
without previous preparation of the conductors and the public.
In Chicago, where the pay-as-you-enter cars have met with
remarkable success since they were first put in service on
November 24, the street railway company conducted an ex-
tensive campaign of education before trying the new methods.
The conductors were carefully coached at the car barns for
three weeks and the benefits to be derived from the new
plan were outlined at length in the newspapers and in folders
distributed to the public before the cars were put in service.

As a result every conductor and most of the passengers knew
exactly what to do when the time came. It is to be regretted
that the future success of such an important improvement in
street railway transportation, conducive to the welfare of the
companies and the public alike, should have been allowed to
be prejudiced by these apparently ill-advised experiments.

The decision to form a traffic association which shall be allied
with the Central Electric Railway Association as a branch of

that organization is of far-reaching impor-
Decide to tance. It means that the companies will

Form Traffic consider questions pertaining to traffic in

Association. the thorough manner in which they have

discussed subjects relating to operation,
maintenance and engineering in the sessions of the associa-
tion which it is now evident will have an allied body. The
suggestion of the formation of a traffic organization has its
foundation in the need for co-operation which actuated the
steam railways in their establishment of similar organizations.
As connections have been built between various interurban
electric railways, the possibilities for local traffic have naturally
and gradually opened the way for business affording longer
hauls; and consolidation of the properties of various com-
panies has increased the length of ride possible without
change of cars. A traffic association will do more to facilitate
and promote the movement of passengers and freight traffic
between connecting interurban lines than traffic arrangements
at random could accomplish. The new association will have
abundant work laid out for it. Letters which have been pub-
lished in the Electric Railway Review from some of those
who are interested in the success of the organization indicate
that it will be thought desirable to discuss means for the
promotion of traffic at the various meetings. This is a sub-
ject upon which many successful general managers could bo
invited to address the association. The new association, if
successfully started, will have an excellent opportunity to do
valuable service for the interested roads.

Last week we published in the Electric Railway Review, on
page 9S1. a description of a special sand box, arranged to

deliver the sand between the two wheels
Snow of the truck. The experience with this car

and Sand on tracks covered with snow shows that

Boxes. such a method of delivering sand has two

special advantages: First, with the de-
livery pipe between the wheels of the truck the sand is placed
on the head of the rail, no matter whether the car be on
curved or straight track. Second, when the track is covered
with snow the front car wheels serve to clean the rail so that
the sand delivered behind these wheels may be used effectively.
How well this sanding scheme works out in practice is de-
scribed in a recent communication from John A. Buggy, super-
intendent of the Delaware County & Philadelphia Electric
Railway Company, who says: "It will, perhaps, be interest-
ing to know that the sand car which we recently constructed
and sent you a description of has been equipped with track
scrapers for removing snow. During a recent storm we found
the car very useful by reason of the fact that the scrapers in

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

front first removed nearly all of the snow; then the front
wheels flattened down the small amount remaining on the
track, so that the sand pipe distributed the sand on the rail
and left a well-sanded rail for the rear wheels to take hold of.
If we had used our earlier type of sand box and pipe con-
struction the sand would have been thrown on the snow in
front of the car and afterward swept away by the sweepers;
or else, as we usually have done, we would have run into the
drifts, removed part of the snow and then have applied sand
in the rear of the car, backing the car to the rear for several
feet upon the sanded rail, thus being able to get up speed
and again run into the snow as far as possible, or until the
wheels began to slip. Our experience with the car as re-
modeled, however, has been that with snow up to a foot deep
and on level track we can continue straight along. Through
a recent storm the work done by this car during one night
more than paid for the alterations made."

THE YEAR'S PROGRESS IN ROLLING STOCK.

A brief review of the electric railway rolling stock in
operation at the close of the year 1907 shows no marked
change in car design as a whole, but it does show that there
have been put into general use improvements which clearly
indicate a decided advancement in rolling stock construction.

Considering first cars for city service, the most important
development has been the widespread adoption of the pay-as-
you-enter plan of fare collection. A change in body design
from the earlier type of car used in heavy city service is re-
quired for the new method of collecting fares. It is neces-
sary to have platforms of greater length and to rearrange the
doors in the end bulkheads, providing separate entrances and
exits. Otherwise, with the exception of details such as guide
railings and door operating mechanisms, no radical changes
are required to adopt the pay-as-you-enter feature for city
service.

The past year has seen the continued introduction of all-
steel cars for surface, elevated and interurban use. While
riveted steel is yet new in this application, its satisfactory
service in the steam railway field gives every assurance that
the desired improvements in strength and maintenance costs
of all-steel cars will be attained. Postered by the satisfactory
service of all-steel cars there is a rapidly growing tendency
for a more general use of steel in the under and side framing
of all types of cars. The demands for higher speeds in turn
require stronger cars and these can only be obtained within
economical limits by reinforcements of steel or steel construc-
tion.

There has been a marked advancement during the past
year in the construction and use of what may be called utility
cars. Such equipments comprise special cars for erecting and
maintaining overhead construction, transfer cars equipped
with small chain blocks, for carrying materials in yards and
between shops, and heavy crane cars equipped with large
motors and high lifting capacity swinging boom cranes. The
latter mentioned equipments, equipped either with motor-
operated or hand-operated lifting tackle, are especially valuable
for wrecking purposes, and, when used in city service, for han-
dling special track work when repairs are made during the day.

In principle trucks vary but little from those of a year
ago, the improvements noted having been changes in details.
For interurban service steel-tired or the forged and rolled steel
wheels grow rapidly in favor; in fact, some of the more
recently completed lines operate at such high speeds and use
such heavy equipments that it would hardly be safe to use
cast-iron wheels, because the flange thickness is so greatly
restricted by city special work.

Car designers and builders now have standard dimensions
for axles and other truck parts, to which the American Street
and Interurban Railway Association, the Engineering Asso-

ciation and the Central Electric Railway Association have
given their approval. These standards as recommended have
been formulated only after a most thorough study by builders
and purchasers. With these available it now remains for the
manufacturers and purchasers of cars to adopt them if they
would receive the benefits so long sought.

The general appearance of interurban car bodies ap-
proaches from year to year more closely that of the Pullman
type. Few changes in body design have been made. Con-
sidering rolling stock in a general way, the equipments have
grown in size to meet the demands of increased interurban
traffic. The growth in length has, of course, been attended by
a proportionate increase in weight, requiring motive power
equipments of greater capacity. Much credit is due the manu-
facturers of railway motors for the improvements which they
have made in the design of motors. With the very limited
space available between the axles of a car a serious problem
confronted the motor manufacturer when units of higher
power were demanded for fast interurban schedules. These
conditions have been met by refinements within the motor
case, so that increased power is now available within the long
since well-filled clearance space.

Probably the most important advancement in motor de-
sign, and one which has permitted the demands for motors of
larger capacity to be met, is the use of commutating pole or
interpole motors. Briefly, such motors differ in no way from
the more familiar types, except that between each pair of field
poles is a thin auxiliary pole, the field of which serves to
assist in reversing the current in an armature coil as that coil
passes under a brush. The result is a great improvement in
commutation through a wide range of loading.

Improvements of value have been made in control ap-
paratus during the past year. These have been matters of
detail rather than of principle. The most marked change in
control work, other than these detail improvements, has been
the more general use of the bridge form of transfer from series
to parallel connection, which avoids the opening of the circuit
of either motor during the transition and thereby continues
the torque of both motors through acceleration. For high-
speed equipments this refinement of control is especially de-
sirable. On heavy city equipments, and especially those
which haul trailers, the contactor or unit switch is finding a
more general use in connection with platform controllers.

Much attention has been paid during the past year to
improving the insulation, as well as the commutation, of rail-
way motors. These improvements are demanded by the grad-
ual increase in the operating voltage. Interurban roads are now
operating with trolley voltages of 11,000 and 6,600 alternating
and 1,200 volts direct current. The control apparatus for the
alternating-current motors feeds the motors at a maximum
pressure of about 250 volts, but the tendency for heating and
insulation breakdown is proportionately greater than with
direct current. Therefore especial measures have been taken
to improve insulation. With the 1,200-volt direct-current equip-
ments the pairs of motors on each truck are connected in
series, so that the insulation requirements vary in no way
from those on 600-volt roads.

For interurban work the automatic air brake is being
quite generally installed on new equipments. The improved
service offered by such brakes is required wherever cars are
to be operated in multiple — and there are now few interurban
roads which are not prepared or preparing to run their cars
in trains. Several of the more recently built interurban
roads have equipped their cars with controllers provided with
"deadman" handles. These assure a quick stop should the
motorman accidentally remove his hand from the controller
handle. This improved controller detail comprises attach-
ments which, on being released by the removal of the motor-
man's hand, instantly and automatically cut off the current
being fed to the motors and apply the emergency air.

These few improvements mentioned do not complete the

January 4, 1908.

ELECTRIC RAILWAY REVIEW

record of rolling stock progress for 1907. They may be
classed rather as general improvements applicable to either
interurban or city cars as separate classes. In addition to
the general improvements there has been carried on in the
shops of the various roads much creditable work tending
toward the betterment of the cars on individual systems by
adding improvements and small changes in designs, which
adapt the rolling stock more satisfactorily to local conditions.

ROLLING STOCK ORDERED IN 1907.

Following the practice established last year the Electric
Railway Review presents in this issue a detailed statement
of the rolling stock equipment ordered in 1907 by the street
and interurban railways of North America. The statistics
show that during the year 1907 orders were placed for 6.216
cars and 95 electrical locomotives, a total of 6.311 equipments.
Compared with the previous year this is an increase of 184
equipments, which may be considered as quite satisfactory
when it is remembered that the steam railroads ordered dur-
ing the same period 1,741 less passenger cars and 158,604 less
freight cars than they did during the year 1906.

Rolling stock statistics recently compiled by The Railway
Age show that during 1907 the steam railroads ordered a total
■of 1,791 passenger cars. The electric railways during the
same period, as shown by the table presented in this issue,
ordered 4,810 passenger cars. In other words, the passenger
equipment orders for electric railway service exceeded those
for steam railway service by 3,019 cars. The statistics pre-
sented in the Electric Railway Review on January 5, 1907,
covering the year 1906, when compared with rolling stock
statistics for steam railroad use, showed that during the year
1906 the electric roads ordered 57.3 per cent more passenger
•cars than the steam roads. Bearing this in mind it is quite
remarkable that a similar comparison for this year shows
that the electric roads have ordered during 1907 269 per cent
of the number of passenger cars ordered by the steam rail-
roads.

Considering the totals of the electric railway cars ordered
during the year 1907, as compared with the year 1906, we find
that for city use there were ordered last year 3,483 equip-
ments. These 3,483 equipments, compared with 3,730 in 1906,
show a decrease of 247 in 1907 orders. For interurban passen-
ger service there were ordered 927 cars during 1907, as com-
pared with 1,204 for the year 1906, a decrease of 277. There
were ordered in 1907 for passenger service on elevated-rail-
ways 400 cars, an increase of 81 over the 319 cars ordered
in 1906 for similar service.

While the statistics of orders for passenger cars, with the
exception of those for elevated service, show a slight decrease
for 1907 as compared with 1906, the orders for freight equip-
ment on street and interurban railways, on the other hand,
indicate a remarkable growth in that field. During 1907 orders
were placed for 1,406 freight cars, which, as compared with
the orders for 851 placed during 1906, shows an increase of
655 cars. In 1906 a total of 23 electric locomotives were or-
dered, which number has been exceeded in the year just ended
by 72. there having been 95 locomotives ordered in 1907 for
electric railway freight service.

It is indicative of the rapid growth of freight traffic on
interurban roads that the orders placed for freight equipment
aggregate close to 24 per cent of the total orders during 1907.
The electric railway companies are becoming more active
in car building. This year, out of a total of 6,311 cars ordered,
772, or 12.2 per cent, are to be built in company shops. In the
year 1906 10.4 per cent of the orders were placed with com-
pany shops, which, compared with the figure earlier men-
tioned, shows that the roads are gradually building a larger
proportion of their rolling stock.

Unfortunately there are not available figures showing the
total number of rolling stock equipments in North America at

the beginning of the year 1907. Considering, however, that
the totals presented in American Street Railway Investments,
compiled from reports gathered over a period of several
months, may be assumed as correct for the close of the eai
1906 there were in operation at the beginning of 1907 87,652
street and interurban railway cars. The addition of 6,311 cars
in 1907 represents an increase of 7.2 per cent and makes a
total of 93.963 cars. A similar comparison made a year ago
showed that the increase during the year 1906 was 7.4 per cent.

At the beginning of 1907 the total street and interurban
railway track mileage in the United States and Canada was
estimated to be 38,082 miles. This total represents an in-
crease of 3,976 iiiili-s in one year, and if a similar increase
has taken place during 1907 there are today 42,058 miles of
street and interurban railway track in the United States and
Canada, with approximately 2.23 cars per mile of track.

The electric railways at large are to be congratulated
because of their remarkable growth during the past decade
and it is especially gratifying at this time to learn that the
rolling stock equipments ordered during 1907 show a con-
siderable increase.

NEW TRACK CONSTRUCTION IN 1907.

While the year 1907 has been a prosperous one for the
electric railways and a memorable one from many points of
view, one of the most important and striking features of the
development has been the amount of new construction com-
pleted. Figures showing the total amount of new mileage for
the year are unfortunately not yet available, but there are
many indications that 1907 will equal if not surpass the record
of any previous year in this respect. At the close of 1906 the
electric railway mileage of the country was 36,212, having
increased 3,695 miles, or 11.4 per cent during the year. The
increase in steam railway mileage during 1906 was 6,100. The
new track added by the steam roads during 1907 amounted to
.", . s 7 4 miles, a slight decrease from the figures of the pre-
ceding year. It is not believed, however, that electric railway
construction has been affected by the same causes as the
steam roads, and a total of close to 40,000 miles at the close
of 1907 would not be surprising.

While the weak condition of the money market, which
has prevailed for the past three months, has undoubtedly
lessened the amount of new construction to some extent, the
effect has not been so great as might have been expected, or
as it has been in the case of the steam roads. Its effect is
more likely to manifest itself in the results for 1908. Most
of the important new enterprises, which have been carried to
completion during 1907, were financed during the prosperous
times of 1906, and early 1907. They were thus so nearly com-
pleted by the time the financial stringency began to be felt,
that it was too late to stop work and it was necessary to
complete the lines in order to protect the capital invested.
Moreover, the business of the electric railways is in such
small units that it is not so sharply affected by a financial
stringency and there has not been the same occasion for
curtailment as in the case of the steam roads.

Although many smaller extensions have undoubtedly been
postponed on account of the lack of currency the greatest
effect of the panic has been on the embryo railroads, those
which had secured right of way and franchises and were
seeking to finance their projects. Most of these have been
obliged to postpone their plans altogether until a more pros-
perous period and as a panic affects the strong and weak
alike the set-back will be evident when the mileage for 1908
is compiled.

While the increase in mileage applies generally through-
out the United States, the new construction work has been
most active in the far western states of Washington, Oregon
and California, and in the central states Indiana. Ohio and
Illinois. Figures for the state of Indiana, as compiled by the

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

state railroad commission, bring out the striking fact that the
increase in electric interurban railway mileage in that state
during 1907, 426 miles, is greater than the increase in steam
railroad mileage in any state, Louisiana leading with 422
miles. There are now 1,538.93 miles of electric railway in
Indiana, not including street railways, as compared with 1,113
in 1906 and with the steam mileage of 7,239.55.

A large proportion of the new track put in service during
1907 has been built by new companies, although the existing
lines have been active in extending their properties by con-
necting short lines in order to form through routes and by
building feeders. The greatest development of the year is
seen in the number of long interurban roads that have been
put in operation. The city lines have made important exten-
sions, but in general their greatest efforts have been con-
centrated on betterments and improvements in power houses,
rolling stock, etc., and in rebuilding their tracks. It is in the
construction of long interurban roads, that is roads over 40 or
50 miles in length, built according to the highest standards of
steam railroad construction, and in many cases operated in
direct competition with the steam railroads, that the year
has made itself most memorable. Most of these have been
described at length in the columns of the Electric Railway
Review.

The new lines in Indiana that have been opened during
the year include four which are over 30 miles in length: the
Indianapolis Crawfordsville & Western Traction Company
from Indianapolis to Crawfordsville, 45 miles; the Lafayette-
Logansport line of the Ft. Wayne & Wabash Valley Traction
Company; the Indianapolis & Louisville Traction Company,
which operates with 1,200-volt direct current from Seymour
to Sellersburg, 41 miles, and by its connection with the
Indianapolis Columbus & Southern and the Louisville &
Northern completes a through route from Indianapolis to
Louisville; and the Marion Bluff ton & Eastern Traction Com-
pany, operating from Marion to Bluffton, 30 miles. In this
connection it is worthy of note that the Terre Haute
Indianapolis & Eastern Traction Company has completed a
connection between the lines radiating from Indianapolis and
the Terre Haute system, and now operates a total of 351
miles. The Chicago Lake Shore & South Bend Railway has
been under active construction since last spring, and will
connect South Bend, Ind., with Chicago, III., a distance of 81
miles. Much of the track has been laid and it is hoped to
begin operation before summer.

In Illinois the greater part of the new construction has
been done by the Illinois Traction System, which has completed
during 1907 a single-phase line from Peoria to Bloomington
and lines from Clinton to Bloomington, Champaign to Decatur
and Lincoln to Mackinaw. Preliminary work is now in
progress for the long-talked-of extension to Chicago and active
work is being done on the $2,500,000 bridge over the Mississippi
river at St. Louis. The Elgin & Belvidere Electric Company,
which completed its track in 1906, did not, however, begin
operating its line from Elgin to Belvidere, 36 miles, until
February, 1907. The Chicago & Southern Traction Company
also laid most of the track for its extension from Harvey to
Kankakee during 1906, but did not begin operation until
November, 1907.

Ohio was very completely served by electric lines at the
close of 1906, with a total of approximately 2,600 miles. Con-
sequently most of the new work during 1907 has been in the
way of short links to complete the network. The Youngstown
& Southern Railway has added 26 miles of new line from
Youngstown to Leetonia, and with the completion of the
Youngstown & Ohio River Railroad will offer through service
from Youngstown to East Liverpool, about 45 miles. Other
important enterprises now under way in Ohio are the Lima-
Bellefontaine extension of the Ohio Electric Railway, 45 miles,
the electrification of the Columbus & Lake Michigan line
from Defiance to Lima, and the completion of the Lima &
Toledo line, both by the same company,

In Wisconsin the Milwaukee Northern Railway has com-
pleted the first section of its line out of Milwaukee and
expects to extend to Sheboygan and Fond du Lac. The Mil-
waukee Electric Railway & Light Company has also completed
a number of short extensions.

The most interesting and important of the new additions
to the electric railway map is doubtless the single-phase line
of the Spokane & Inland Railway in Washington. This road
is operated as a division of the Inland Empire System and
extends south from Spokane to Spring Valley Junction, where
it divides into two branches, one to Colfax, and the other to
Palouse, a total distance of 116 miles. An extension to
Moscow, Idaho, 16.5 miles, is now under construction and a
line to Lewiston, Idaho, 43 miles farther, is contemplated.
Much of the Spokane & Inland's track was laid during 1906,
but the road was not put in operation until last year.

Several important projects for new lines in Washington
are well under way, but have not yet reached the stage of
accomplishment.

In Oregon the Oregon Electric Railway is now completing
its line from Portland to Salem, 53 miles long, and it is
announced that operation will begin this month.

California also has an impressive amount of new track
to its credit. The Ocean Shore Railway, which will connect
San Francisco and Santa Cruz, a distance of 81 miles, has
completed a large proportion of its construction, but was
unexpectedly delayed in its work by the earthquake last
spring. The Northern Electric Railway has opened several
new lines during the year and when the lines now under
construction and rapidly approaching completion are finished,
will have a total of 165 miles of track. The Los Angeles-
Interurban and Pacific Electric Railway system has also opened
several extensions and now has a total of 550 miles of single
track, besides 25 miles of side track.

In the middle west the most important new line is the
Ft. Dodge Des Moines & Southern Railroad, which began
operating from Ft. Dodge to Des Moines, la., 85 Miles in
November, using an electrified portion of the Newton &
Northwestern steam road.

In Pennsylvania, which like Ohio was already covered by
a network of short lines, the greatest activity has been shown
in short extensions of existing lines and although several
ambitious enterprises have progressed during the year the
only extensive new lines placed in operation are the single-
phase line of the Pittsburg & Butler Street Railway and the
line of the Philadelphia & Western, from a connection with
the Philadelphia system to Wayne, 11.8 miles.

In the south a large number of important projects are
now being carried out which will add greatly to the transpor-
tation facilities of that section. The Texas Traction Company
of Dallas, while it has not laid much of its track, has finished
the grading and bridge work for 65 miles of line, from Sher-
man to Dallas, Tex., which will be operated by single-phase
current. The Stone & Webster Engineering Corporation has
extensive plans for the development of Texas, which will
probably be delayed until the financial situation improves.

In the east a large number of small connecting lines have
been built although the construction has not been so active as
in the newer localities of the west. The Washington Balti-
more & Annapolis Electric Railway has practically completed
its line from Baltimore to Annapolis, 36 miles. The especial
features of interest in the east are the electrification of por-
tions of four steam railroads, the New York Central, the New
York New Haven & Hartford, the Erie, and the West Shore,
all of which have been placed in operation during the year
just past.

The first car was operated over the new line of the Illi-
nois Traction System from Lincoln to Mackinaw, 111., on De-
cember 31. Regular service on a 2-hour headway was started
on January 1. The distance is 27 miles.

January 4, 1908. ELECTRIC RAILWAY REVIEW

ELECTRIC RAILWAY ROLLING STOCK ORDERED IN 1907.

A detailed statement of the electric railway rolling stock
equipment ordered by the roads of North America during the
year 1907 is presented herewith. One year ago. in the Electric
Railway Review for January 5, 1907, there were published for
the first time similar statistics covering the purchases during
the year 1906. The figures here presented are compiled from
official sources and from the regular weekly records of the
Electric Railway Review. These statistics are as complete
and accurate as it is possible to make them in the time avail-
able for their compilation. The records as presented show
equipment ordered from company shops as well as those for
which orders were placed with car manufacturers.

It is interesting to note that this year the grand total
shows a healthy increase over that for 1906. The passenger
car orders except for elevated service are less than a year
ago, but orders for freight cars and electric locomotives for
freight handling show a decided increase. The totals show

orders for 3,483 cars for city passenger service, 927 for inter-
urban passenger service, 400 for elevated service, 1,406 freight
cars and 95 electric locomotives. These totals for 1907 com-
pare with those for 1906 as shown by the following summary:

1906. 1907.

Passenger cars, city 3,730 3,483

Passenger cars, interurban 1,204 927

Passenger cars, elevated 319 400

Freight cars 851 1,406

Electric locomotives 23 95

Total 6,127 6,311

That the electric railway companies are rapidly increasing

their car building facilities is evidenced by the statement that.

772, or 12.2 per cent, of the equipments ordered in 1907 were

to be built in company shops, as compared with 10.4 per cent

for the year 1906.

ROLLING STOCK EQUIPMENT ORDERED IN 1907.

Purchaser.

No. Class. Length. Serv. Trucks

Albany & Hudson
Alton Gr. & St. L.

Trac. Co

Amarillo St. Ry. .
Anaconda Copper

Mining Co

Asheville Elec. Co.
Atl. Shore Line. . .

Auburn & Syrac. ..

Aurora Elgin &

Chicago

Austin Elec. Hv. .

Bangor Ry. & Elec.

Baton Rouge Elec-
tric & Gas Co..

Beaumont Trac-
tion Co

Bellaire-S.W.Trac
Co

Beloit Trac. Co. . .

Belton & Temple
Traction

Benton & Fairfield

Birm.R.L. & P. Co.

Boise&Interurban

Boston & Wore.
St. Ry

Boston Elev. Ry. .

Brantford & Ham-
ilton

Bristol & Plainv.
Tramwav Co ... .

B. C. Elec. Ry...

BurlingtonTrac.Co.
Butler Pass. Rv. . .
Cairo Elec. &Trac.

Calumet Elec. St.

Ry-

Camden Interstate

Ced. Rap.& Marion

City 4

Cent. Pa. Trac. Co. 5
Chambs. & Gettys.
Elec. Ry 1

Charl. Con. Rv.Gas
& Elec. Co." 1

Charlotte Elec. Ry.
Lt. & Pwr. Co.. 6

Comb
Pass.

43-0
....40-0

Pass 54-0

Semiconv. 30-6

Pass.
Pass.

& Bagg.

Pass.

48-0

..52-10%

Open
Pass.
Pass.

30-4
....32-6
40-0

City
Citv
Int.
Int.

Int.
Int.

Int.
Int.
City

City
City
Int.

Semiconv. .30-6 City

Exp -..43-0

Semiconv

Coal 33-6

Loco. ...30-7%

Pass 31-0

Pass 32-6

Pass 43-4

Pass 50-0

Motor 35-0

Flat 35-0

Pass

Int.
Int.
City

City

Int.

Citv
City
Citv
Int.
Citv
Citv

Semiconv.
Semiconv.
Semiconv.

Comb 51-8

Exp 50-7

Pass 38-0

Pass

Semiconv.. 30-0

Pass 46-S

48-0
18-0
48-0

Closed 48-0

Work 48-0

48-0

City

Elev.

City

Int.

Both

City

Pass.

Int.
Int.
Int.
tat,
Int.
tat.

Semiconv. 29-6
Pass 42-S

City
Int.

Semiconv. 31-0 fitv

Open 41-0 Int.

Frt 33-0 City

D. T.
S. T.
D. T.
D. T.
D. T.
D. T.

. .St. Louis

Brill

.Cincinnati

D. T. McGulre-Cum.

D. T Hicks

Southern Car

S. T.
S. T.
D. T.

..Brill
..Brill
..Brill

.Co. Shops
Co. Shops
. .St. Louis
. St. Louis

D. T Danville

B. T Brill

D. T Co. Shops

D. T.

.Brill

S. T Wason

S. T Co. Shops

D. T Co. Shops

P. T Co. Shops

D. T Co. Shops

Brill

D. T Laconia

D. T Jewett

D. T Cincinnati

D. T Niles

D. T. ...Jones' Sons
S. T Brill

S. T. . .American Car

D. T.

.Kuhlman

D. T Kuhlman

D. T Niles

D. T Jewett

D. T Cincinnati

D. T Co. Shops

D. T Cincinnati

D T Cumberland

Valley R. R.

S. T Brill

D. T. .Southern Car
D. T.MofflttM.&M. Co.

Purchaser.

No. Class. Length. Serv. Trucks

Charlotte Elec. Ry.

Lt. & Pwr. Co. . . 1
Chattanooga Rys.. 15

Chatta. St. Rv 3

Chester Trac. Co. 7
5
Chi. & Joliet Elec.

Ry 4

Chi. & Mil. Elec. 20

Chicago City Ry. .300

Chi. Elec. Trac.Co. 15

Chi. L. S. &S.Bend 15

Chi.-N. T. Elec.

Air Line

Chi. So. Bend &

Nor. Ind

Chicago Un. Trac.
Choctaw Ry. & Lt.

Cinn. Georgetown
& Ports

Cincinnati Nor.. . .

Cinn. Trac. Co

Citizens' Light &
Transit Co

Citizens' Ry.

(Lincoln, Neb.).

Citizens' Ry.
(Waco. Tex.). . .

Citizens' R.&L.Co.

(Ft. Worth. Tex.)

City & Elm Grove.

City Ry. (Dayton,
O.)

Claremont Ry. &
Ltg. Co

Clinton St. Rv

Coal Belt Elec. Ry.

Colo. Sp. feint....

Columbia Elec. St.
Ry. L. & Pr. Co. .

Col.Mag.Spr.feNo.

Col. New Albany

& Johnstown . .

Columbus R. R. . .

Col. Ry. & Lt. Co.
Coney Is. & Brook.
Conneaut & Erie.
Connecticut Co...

Coronado R. R...

Cumb. & West-

ernport

Dallas Con. St. Ry. 6

Danv. St. Rv. & Lt.

Co 6

Dayton & Troy ... 1

City
City
City
City
fat.

Pass.

8-6

Loco

Flat

Gondola

Pay-as-You-

Enter ...48-3
Semiconv

City
Int.
Int.
Int.

Pass.&Sm.57-0
Pass., Sm. &

Bagg. ..57-0 Int.
Exp 50-0 Int.

Closed 49-6 Int.

Pass 61-0

Pass 41-0

Pass 46-0

Frt 35-0

Int.
City
Int.

Open

Semiconv.
Pass. . ..'.

Pass. . .

28-0
...23-0

Conv. .
Conv. .

...31-0

Pass. . .
Pass. . .

30-0
...30-0

...30-0

Frt.
Pass. .

, . ,40-0
...43-0

City

City
City

30-8

.87-0

.42-0

Pass 50-0

Open 34-%

Closed ...31-0
Pass 42-0

Int.
City
City

City

Comb

Closed ...30-0
Closed ...33-0

Open

Exp 44-0

Pass 31-6

Frt 42-6

Ballast ..42-6
Closed ...40-0
Open

Exp. ...41-1%
Dump 25-0

Int.
City
City

City

Int.
Int.
Citv

City

Citv
Int.
Int.

T.MofflttM.&M. Co.

T. ...

. . . .Kuhlman

T. ..

Jewett

T. ..

Brill

D. T Steph.-nson

D. T Jewett

General Electric

Westinghouse

Pullman

D. T Brill

D. T Kuhlman

D. T St. Louis

D. T Niles

Niles

.Cincinnati
. .St. Louis

Niles

.Co. Shops

Co. Shops

Cincinnati

.American Car
Co. Shops

Kuhlman

D. T Co. Shops

D. T. .Southern Car

S. T.Barney & Smith

General Electric

S. T. . .American Car

St. Louis

D. T Co. Shops

D. T.Am. C. & F. Co.

S. T Kuhlman

Brill

D. T Jewett

D. T Brill

S. T Brill

D. T Kulhman

D. T Brill

D. T..Am. C. & F. Co.

D. T Wason

D. T Co. Shops

D. T. .American Car

D. T Brill

Danville

D. T Co. Shops

D. T Hicks

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

ROLLING STOCK EQUIPMENT ORDERED IN 1907— Continued.

No. Class. Length. Serv. Trucks

I taj ton & Troy

1 layt'n Cov.&Piqua

Denver & Int 4

Denv. C. Tramw.

Douglas St. Ry.. . 2

Duluth St. Ry 15

Eastern Pa. Ry.. 5
East St. Louis. ... 6
East St. Louis &

Suburban 200

East Shore & Sub. 2
E. Ohio Trac. Co. 2
Eastern Wisconsin

Ry. & Lt. Co... 3

Easton Trans. Co. 6

Elgin & Belvidere. 3

Elmira Wat. Lt. &

R. R I

El Paso Elec. Rv. 4
4
Erie Trac. Co ... . 2
Fairmont &

Clarksburg 1

Farmington St. Ry. 1
Forest City Ry... 50
Ft. Dodge Des

Moines & So.. 1
10
2
Fort Wavne &

Springfield 1

Ft. Wavne&Wab.

Val. Trac. Co. . . 6
Fres Mfg. & Pwr.

Co 2

Gaiesburg & Ke-

wanee 3

G"lesb"rg Ry. &

Lt. Co 2

g
Gait Prest. & Hes. 4

Gary St. & Int... 2
Ga. Ry. & Elec.

Co 40

Grand Rapids Ry. 10
Gray's Harb. Elec.

Co 1

3
Gulfport & Miss.

Coast Tr. Co... 3

Hagerstown R.Co. 1
Halifax Electric

Tramway 4

Hanover & Mc-
Sherrystown Co. 1

Havana Cent

Holyoke St. Ry. . .

Houston Elec. Co.
Hudson Valley . .
Hull Electric Co..

Humboldt Tr. Co.
111. Trac. Sys

III. Tunnel Co.
111. Valley Ry.

Ind. Col. & East.

Ind. Union Trac. Co.
Indpls. & Cinn. Tr.
Indpls. & East

tnd. & Louisv

Interb. R. Tr. Co. 116

Intern. Ry. Co.

Pass 25-0

Open ....42-0

Fit 50-0

Semi-
corn 38-10^

Semi-

conv. 4u-13 4

Flat .22-0

Trail

Pass.

Semiconv

Tass. ..46-7%

Semiconv

Pass 30-0

Coal

48-0

! 'ass 45-0

City

int. '

City

I !itj
Citv
City
City
Int.
City
Int.
Int.

city

Semiconv. . . .
Semiconv. ..40-1
Semiconv. .30-1
49-6

Closed

Open

Semiconv. 40-0

Open 42-0

Flat 36-0

Exp

Both

lui

Citv

Int.

City
Int.
Citj

Citv

Exp 50-0

Semiconv. . . .

Pass 30-1

Semiconv. .32-0

Pass 37-0

Open 32-0

Pass 55-0

Loco 36-5

Box

31-8

Int.
Int.

Int.

Int.
City
City

City

Int.
City
Int.

City
City

Semiconv. 36-4
Trailer .40-4%
Frt 36-0

Open

Exp 24-0

Line 24-0

Box

Open 40-0

Closed ...40-0
Semiconv. II -6

Pass 51-0

Pass 29-0

Semiconv. .41-6

Pass 34-0

Loco

Exp. . .
Exp. . .
Etefrig.
Pass.

Cit J
Int.
Int.

Citv
Citv
City
Int.
City

r.ntii

City
Int.
City
Int.
.Int.
Int.
Int.
Citv
Int.
Int.
.Int.
Int.

Loco

Flat

49-6

Loco 31-4

Frt 23-6

Exp 32-0

Pass 61-6

Pass 55-0

Exp

Comb

Pass 50-4

Frt 50-0

57-8

Fit 50-0

Pass. ...47-%
Pass. ...41-V,
St. Pass.. 51-%

Int.
Int.
Int.
Int.

Int.

Int.
Int.
Elev
F'ev
Sub,

S. T.Barney & Smith

D. T Wasnn

D. T Co. Shops

D. T. .Woeber Bros.

D. T rewetl

S. T Co. Shops

D. T. .Woeber Bros.
D. T. .Woeber Bros.

D. T Brill

D. T Cincinnati

D. T Brill

D. T. . .Am. Car. Co.
D. T. Twin* 'ity Shops

D. T Cincinnati

D. T. .American Car

Inter-State
. . .St. Louis
Niles

D. T Cincinnati

D. T Brill

S. T Brill

D. T Niles

Kuhlman

St. Louis

Brill

.Erie Car Wks.

Brill

lewett

Brill

. . . .Wason

St. Louis

D. T Niles

D. T St. Louis

.Co. Shops
Cincinnati

.Kuhlman

. . I lanville
. .Danville
.. .Ottawa
. . .Ottawa
. .Danville

D. T.

D. T. .American Car
D. T. .American Car
D. T Co. Shops

S. T Ottawa

S. T Co. Shops

..McGuin -Cummings

D. T Wason

D. T St. Louis

D. T Niles

. .Ottawa

I [olman

D. T Danville

S. T Danville

D. T..Am.C. & F. Co.
D. T..Am.C. & F. Co.
D. T..Am.C. & F. Co.
D. T..Am.C. & F. Co.
D. T.. American Car

D. T Danville

S. T Danville

Jeffrey

Westinghouse

Bettendorf

I>. T. .American Car
.Co. Shops
.Co. Shops
.Co. Shops
.Cincinnati
.Cincinnati
Co. Shops
Cincinnati
.Cincinnati
.Cincinnati

Niles

•D. T.
D. T.
D. T.

D. T.

D. T

D. T Jewett

D, T Jewett

D T Jewett

D. T St. Louis

D. T Wason

D. T. Am.C. & F. Co.
Kuhlman

Jacksonville Elec.
Johnstown Pass..
Joplin & Pitts...

Kan. City Ry.& Lt.
Kenosha Elec. Rv.
Key West Elec. Co.
Laconia St. Ry. . .
La Crosse i 'ity Ry.
I.aFayette & Lo-
gansport Trac.

Lake Chas. St. Ry.

Lerdo & Torreon

Elec. Ry

Lewiston Aug. &

Waterv

Lexington Ry. Co.
Lima & Tol. Trac.

Little Rock R. &

Elec. Co 7

Los.Ang.&Redondo 1

1
Louisville & East. . 2
4
Louisville & Nor. 4
Louisville Ry. Co. 50
Lynchburg Trac.

& Lt. Co 4

Mahoning & She-
nango Ry. & Lt.

Co 10

Manch. & Derry

St. Ry 6

Mankato Elec. Co. 3
Marquette Co. Gas

& Elec. Co 2

Mass. Elec. Co... 15
12
10

Meadv. Conneaut

Lake & Linesv.. 5
Memphis St. Ry. . 15
Meridian L. & Ry.

Co 5

Metropolitan St.

Rv.(KansasCity) 25
Met. West Side

Elev 20

Mexico Elec 25

Michigan United

Rvs. Co 10

Miliord&Uxbridge 2
Milwaukee Elec.

Ry. & Lt 10

Mineral WellsElec. 6
Monterey Ry. Lt.

& Power 20

Mont. St. Ry 1

10
15
Morris Co. Tr. Co. 6
Niagara Gorge... 2
Nashv.Rv.&Lt.Co. 15
Nat'l City & Otay 4
Newton & N. W. 10
1
N. T. Aub. &

Lansing 10

N. T. & Queen's

County 40

N. T. City Rv....l56

120

Norf. & So

No. Ohio Trac. &
Lt. Co

Northern Elec.

Oakland Traction 20

Class. Length. Serv. Trucks.

Open
« Uosed

City
Int.
City

Semiconv 38-0

37-8

Open 35-0

Close! ...30-0

Pass. ...

Frt

Open 35-0

Closed ...30-0
30-0

City

Int.
City

Semiconv. 42-0

Pass 55-0

Semiconv. 21-0

Pass 31-0

Open 35-0

Semiconv

rass.&Ex.47-0

Pass 47-u

Motor 30-0

Exp

Int.
Int.

Citv
Int.
City
Citv

.31-6

.46-3

Comb,
Box.

Pass 36-0

Pass 39-9

Pass 40-9

Pass 32-1

Exp 39-4

Coal 30-0

St miconv. 40-2
Semiconv

Int.

Both
Both
City

Both

Ctt>y
Elev.

Pav-As-You-

Enter

Pav-As-You-
Enter .51-10

Frt 33-0

Semiconv

Pass 42-0

Pass 51-6

Pass 53-0

Exp 53-0

City

Both

l'.oth

City
Int.
Int.
Int.

Pav-as-You-

Enter ..48-0
Pass

Semiconv. .30-8

Comb

Closed

Frt

Open

Pass 45-5

Conv 43-0

Semiconv. 38-0

Box 32-0

Exp 50-0

Pass 56-0

Int.
Ce-
city
Int.
Int.
Int.
Int.
Int.
City
Int.

liuildei.

Brill

Kuhlman

Jewett

.... St. Louis

Kuhlman

Jewett

Laconia

.American Car

... Cincinnati
... Cincinnati

.American Car

Brill
Brill
Brill
.Brill

Brill

.Cincinnati
.Cincinnati
. .St. Louis
..St. Louis

St. Louis

Co. Shops

McGuire-Cum.
Am.C. & F. Co.
Am.C. & F. Co.
St. Louis

Brill

. . .Jewett
.Kuhlman
. Kuhlman
.Kuhlman
. .Danville
. . Laconia

.Southern Car
. . . . St. Louis

D. T.

.Toronto Ry.

D. T Co. Shops

D. T. Dom.C.& F. Co.

D. T Co. Shops

D. T.Am. C. &F. Co.

D. T Kuhlman

D. T Brill

D. T Co. Shops

D. T Niles

D. T Jewett

Am. C. & F. Co.

30-0

Semiconv. .30-0
Trail ...47-1%

City
City
Elev.
Int.

Comb

Pass

Calif 50-0

T Brill

T Kuhlman

T Niles

T St. Louis

T Cincinnati

T Co. Shops

St. Louis

..Am. C. & F. Co.

T Brill

T St. Louis

T Kuhlman

T.Am. C. & F. Co.

T St. Louis

St. Louis

T Co. Shops

January 4, 1908.

ELECTRIC RAILWAY REVIEW

ROLLING STOCK EQUIPMENT ORDERED IN 1907— Continued.

Oakland Tractio

Ogden R. T. C
Okla. City Ry.

Omaha Lincoln &

Beatrice 1

Ore. Elec. Ry 8

Ottawa Elec. Ry. 12

Co.

Peeksklll Ltg. &
R. R

Penn .V- Franklin.

Peoples St. Ry. Co.

Petaluma & Santa
Rosa

Phila. Rap. Trans.

, \i

Pittsburg McKsp.
& Greensb. Ry. .

Pittsburg Rys

Pitts. I hum. But-
ler & N. Castle.

Pittstield Elec. St.
Ry

Ponce Ry.& Lt.Co.
Port Arthur Elec.

Ry. Lt. & Tel.

i !ommr

Portland Ry. Lt.

& Power Co

Portland Ry.

Calif 55-0

Calif

Coach

Flat

Pass Int.

Pass City-
Loco

29-7%

Motor ...59-8

Loco 31-1

Open 30-0

Closed ...32-0
Flat

Pass 45-0

City
Int.
Int.
City
City

r.uiM.'i

Pueblo & Sub.

Trac. & Ltg. Co.

Pugel Sd. Elec. Ry.

Que. Rv. Lt. &
Power Co 30

Radford Water
Power Co 1

Raleigh Elee 3

Rhode Island Co.. 30

Richmond Lt. &
R. R 20

Roanoke Ry. &
Elec. Co 2

Rochester Syra-
cuse & East 2

Rockford & Int... 4

Rockland Thomas-
ton & Camden.. 2

Sacramento Elec.
Gas & Ry 44

St. Jos. Rv. Lt.

Ht. & Pwr.' 10

San Antonio Trac.
Co 10

San Bernardino
Valley Trac 2

San Diego Elec.
Ry 12

San Fran. Vallejo
& Xapa Val 2

Sangamon Val. Co. 1
San .Tose & Santa
Clara County. . . 12

Sarnia St. Ry 1

Savannah Elec. . . 4
Schenectady Ry. . . 6

Seattle-Everett
Int. Ry

Sea View R. R. . .

Shawinigan Falls
Ter. Ry

Shebovgan Lt.
Pow. & Ry. Co.

Sherbrooke St. Ry.
Sioux City Trac.

Box
Flat
Flat
Flat

Klo

Elec.

Pass

40-0

41-0

36-0

41-0

. . .Open
....43-0
Loco ... .

.40-0

Trail 50-0

Parlor 55-0

City
City

City
City-
City
Int.
Int.
Int.
Int.

Semiconv.
Semiconv.

Pass

Exp

. .Co. Shops

Co. Shops

. St Louis

.i'.i Shops

Co. Shops

Co. SliOpS

St. Louis

. I i • W i • 1 I

.Gen. Elec.

....( ittawa

i ittawa

Co. Shops

. .Kuhlman

.McGuire-Cummings

St. Louis

Brill

Pi essed Si eel

T Wason

. . . .Co. Shops

. i ittawa

.... Co. Shops

.... Interstate

Hicks

.American Car
.American Car
.Gen. Elec. Co.

Co. Shops

.American Car
.American Car

.Woeber Bros.

St. Louis

. . Rathbun

Brill

. . Southern

Wason

. .Co. Shops

. Stephenson

..56-0
..56-0
..55-0
..40-0

Semiconv.
Semiconv.

Pass

Pass 4

Exp

Pass

Cable

Frt

28-0
45-6
.30-0

Int.

Int.
Int.
Int.

City
City
City
City

City
Int.
City

D. T Kuhlman

Xiles

Niles

. . . .St. Louis

Ottawa

...Co. Shops

St. Louis

Jewett

....St. Louis
...Co. Shops
. . .Co. Shops
. . .Co. Shops

.Can. Gen. Elec. Co.

5. T Cincinnati

D T Cincinnati

J. T Ottawa

Sioux City Trac.

Co 4

So. Chgo. City Ry. 4
11
Southwest Mo. . . 8
Southwestern Trac.

Co 6

Spokane & Inland

Empire 75

Spokane Trac. Co. 15

Springfield Ry. &

Springfield (Mo.)
St. Ry

Springfield Consol.

Ry 5

Steuben. & B. I.a

Ry. & Light Co. 3
Stroudsb'g ,V Wal. i

Gap St. Ry 2

Syracuse .\ Sub.. 1
Syracuse L. S. & N. 7
Syracuse R. T. Ry. 2.",
Tacoma Ry. &

Power Co 18

1
Tampa Elec. Co.. 12

Tampa .V- Sulphur
Springs Trac. . . 6

Terre Haute Ind.
& East 4

Texas Trac. Co.. 15

Toledo Fostoria &
Findlay 1

Tol. Pt. Clinton &
Lakeside 5

Toledo Urban &
Int

Topeka Ry 8

Toronto Ry 100

Toronto & York

Class. Length. Serv. Trucks.

City

Int.
Int.

Pass. .

Box . . .
Loco. .
Box . . .

Flat . .
Detroit

Closed
Open

City

Int.

Int.
Int.
Int.
City

Pass.
Loco.
Pass.

Int.
Int.
City
City

Both

Semiconv

53-0

Box 36-0

Caboose

I -oco

D. T.

Co. Shops

Indp.&Cin.Tr.

Co. Shops

Ottawa

Seattle t'ai

Westinghouse

. .Fitz-Hugh, Luther

Kit/. Hugh, Luthei

D. T St. Louis

S. T.. American Car

D. T Kul

D T Brill

I>. T Co. Shops

I .. T < Jincinnati

D. T Kuhlman

D. T lewett

D. T Co. Shops

D. T Brill

S T. lewett

MeGi ummings

D. T lew el t

D. T JeW't t

S. T Cincinnati

D. T Jewett

D T Co. Shops

S. T.

.American Car
.American Car

St. Louis

Co. Shops

Niles

. . Georgia Car

. . .Georgia Car
Co. Shops

32-0

Pav-As-You-
Enter

Toronto Sub. Ry

Trans-St. Mary's

Trac. Co 2

Tri-City Ry. Co.. 20
Trinidad Elec. . . 1

Twin City 70

Union Elec. Co. . . 3
LTnion Trac. Co.

of Kansas 2

Union Trac. Co.

(Cal.) 5

United Rys. (St.

Louis* 100

United Trac. Co.. 25
Utah Lt. & Ry.. • 50
3
Va. Pass. & Power

Co 20

Visalia Elec. Rv. . 1
Walla Walla \

Trac. . . .- 1

Warren-Bisbee Ry. 6
Wash. Baltimore &

Annapolis 19

Washington Ry. &
Elec. Co 25

Washington Water
Power Co 1

Wausau St. Ry. . .

W. Chester St. Ry

West Jersey & Sea

Shore 10

Western Ry. & Lt.

Co.

Pass.
Frt. .
Pass.
Pass.
Exp.

.55-0
.45-0
.32-6
.28-6
.35-0

Semiconv. II -9

Pass 34-0

Loco 30-0

Pass. ..46-7%
Box 30-0

Int.
Int.
Int.
Int.
Int.

City
City

Int.
City
City

p. T Niles

i i. T IlieksL.&C.Wk.

T Co. Shops

T.TorontoRy.C.Co.

T Co. Shops

. T Brill

T Co. Shops

. T Co. Shops

T Danville

American Car

City
City

Closed ...60-0
Pass. & B.54-0
Ex. & Sw.54-0

Int.
Int.
Int.

.30-0
.32-0
55-0
.21-0
.42-9

City
City
Int.
City

Int.

Int.
Int.

Frt 48-11 Int.

Western Ohio . .
Whatcom Co. Ry

& Lt. Co 1 Loco

1 I Fxp .....

2 Coach City

. Co. Shops
.Jones' Sons
. . .St. Louis
. . . Baldwin

. . .Xiles
...Xiles
. . .Xiles

S. T. McGuire-Cum.
S T. McGuire-Cum.
D. T. McGuire-Cum.

S T Cincinnati

D. T Brill

.Am. C. &F. Co.

Wason

. . .Danville
. . .Danville
.Co. Shops

Co. Shops
Co. Shops
. . . .Jewett

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

ROLLING STOCK EQUIPMENT ORDERED IN 1907— Con-
tinued.

No. Class. Length. Serv.

Whatcom Co. Ry.

& Light Co 3

3
Wheeling Trac. . . 1
Wilkesbarre & Ha-

zelton 1

Willamette Valley

Trac S

Williamsport Pass.

Ry 4

Wind. Essex & L.

Shore Rap. Ry. . 5
Winnipeg Elec.Ry. 28

Winona Int. Ry.
Winona Rv. & Lt.

Worcest. & Holden

St. Ry. Co

Worcester Consol.

St. Ry.

York Rys. Co.

Dump . . .
Flat ....
Semiconv.

Pass. .
Pass. .
Pass. .

..55-0
..42-0
..42-0

Pass. .

..28-0

Flat . .

..32-0

Open .
Closed
Closed
Exp. . .

..46-0
..41-0
..45-0

Int.
City
City
Int.

Citv
City
Int.

Pass.
Pass.
Pass.

.30-6
.51-3

.50-0

.50-0
.50-0
.50-0

.Oliver Mfg. Co.

Co. Shops

Kuhlman

Co. Shops
. . . Jewett
Brill

. . . .Ottawa
.Co. Shops

Ottawa

. . . .Jewett

S. T. McGui

D. T.
D. T.

.Co. Shops

D. T.

Brill

Wason

D. T. McGuire-Cum.

D. T..Am. C. & F. Co.

S. T..Am. C. & F. Co.

D. T Niles

D. T.

Niles

RECEIVERSHIPS AND FORECLOSURES DURING 1907.

The list of electric railways for which receivers were
appointed in 1907 shows plainly the effect of the condition of
the money market. Most of the companies which became
involved in financial troubles were small, but they include
both established systems and new lines under construction
which found themselves unable to meet obligations because
of the inability to raise capital to prosecute their plans as
stringency in the money market became more acute.

The most serious receivership proceedings inaugurated
during the year were those involving the New York City
Railway and the Metropolitan Street Railway of New York.
As the investigations before the public service commission,
first district, have disclosed, the difficulties of these com-
panies were deep-seated. Although they culminated in the
troublous times of last year, the causes were in nowise related
to current conditions. The distress of these companies, fur-
nishing urban transportation in one of the most densely
settled passenger traffic territories in the world, had their
foundation in abnormal overcapitalization and manipulation.
While no one can say at this time how long the receivership
of these properties will last, it is believed that the allied
lines forming the other principal part of the Interborough-
Metropolitan Company will not be involved in the drastic pro-
ceedings to which resort has been had for the leading surface
roads in the merger.

It was anticipated that the receivership of the Chicago
Union Traction Company, which has continued for nearly
five years in the second largest city in the country, would be
ended in 1907, but the difficulty of reconciling the various
interests prevented the consummation of the reorganization
of this property. Although the formal receivership may last
for an indefinite time, complete arrangements have now been
made for the reorganization of this property.

The list of receiverships established in 1907 shows a total
of 26 roads operating 972 miles of track and having outstand-
ing $87,262,500 bonds and $86,525,195 stock, making an aggre-
gate capitalization for all of the companies of $173,787,695.
The companies follow:

Receiverships Established in 1907.

Miles
Railway— of track. Stock. Bonds.

Auburn & Turner Railroad, Lewis-
ton, Me 9 $ 100,000 $ 5,000

Vicksburg (Miss.) Railway &

Light Company 9 500,000 325,000

Southern Light & Traction Com-
pany, Natchez, Miss 7

Indianapolis Newcastle & Toledo
Electric Ry.. Newcastle, Ind..l40

Canyon City Florence & Royal
Gorge Railroad, Canyon City,
Colo

Mineral Wells (Tex.) Electric
System 6

Missouri Water Light & Traction
Company, Nevada. Mo 4

Winnebago Traction Company,
Oshkosh, Wis 38

Mattoon (111.) City Railway— Cen-
tral Illinois Traction Com-
pany, Mattoon, 111 14

North Jacksonville Street Railway
Town & Improvement Com-
pany, Jacksonville, Fla 6

Atlantic City & Suburban Trac-
tion Co., Pleasantville, N. J.. 15

Catskill (N. Y.) Electric Railway 6

Washington Traction Company,
South Charleston. 14

Mt. Mansfield Electric Railroad,
Stowe, Vt 12

Trenton Lakewood & Atlantic
Railway, Trenton, N. J 40

Conneaut & Erie Traction Com-
pany, Erie, Pa 35

Shelbyville & Ohio River Electric
Railroad

New York City Railway 517

Metropolitan Street Railway, New
York

Wilmington New Castle & South-
ern Railway 14

Indianapolis Huntington Colum-
bia City & Northwestern
Railway, Indianapolis

Washington Arlington & Falls
Church Railway, Rosslyn, Va. 25

Syracuse & South Bay Railway,
Syracuse, N. Y

Cleveland & Sharon Electric Ry.. 41

Pittsburg & Allegheny Valley
Railway, Pittsburg, Pa 20

456,700 340,000

3,500,000 4,500,000

1,500,000

50,000

100,000

650,000 966,000

500,000 490,000

750,000
138,000

75M, i

132,000

510

80,000

800,000

150,000
20,000,000

52,000,000

329,985

1,500,000

100,000

120,000
2,500,000

200,000

1,000,000
1,761,000

70,814,000

300,000

200,000

350,000

300,000
2,500,000

750,000 1,100,000

Totals 972 $86,525,195 $87,262,500

The difficulties of the Atlantic City & Suburban Traction
Company were the result of too heavy a bonded debt and of
competition. It is expected that the property will be sold
under foreclosure in March and returned to its owners. The
receivership of the Catskill Electric Railway followed fore-
closure of the mortgage on the property. The Mt. Mansfield
Electric Railroad was placed in the hands of a receiver early
in the year, but was sold under foreclosure in December and
will be reorganized and established anew. The Trenton
Lakewood & Atlantic Railway, the Shelbyville & Ohio River
Electric Railroad, the Indianapolis Newcastle & Toledo Elec-
tric Railway, and the Indianapolis Huntington Columbia City
& Northwestern Railway were under construction. The Au-
burn & Turner Railroad has been in the hands of a receiver
since May 16, 1907, and all bills since that time have been
paid and the receivers have expended $1,500 on improve-
ments and have had a considerable cash balance in the bank
at all times. Nothing has been done toward disposing of the
property by sale owing to conditions of the money market, but
there are several possible buyers for the road.

The receivership of the Vicksburg Railway & Light Com-
pany was caused by the financial condition of the company
and disagreement among those who controlled it. The South-
ern Light & Traction Company of Natchez, Miss., was placed
in the hands of a receiver on account of a decision of the
Mississippi supreme court declaring that the company was
operating in violation of the anti-trust law of that state. The
property of the Rockland South Thomaston & Owl's Head
Railway of Lewiston, Me., was sold at foreclosure, but the
court refused to confirm the sale and no subsequent sale has
been held. The Canyon City Florence & Royal Gorge Inter-
urban Railway of Canyon City, Colo., was placed in the hands
of a receiver in January. The property has not been sold at

January 4, 190S.

ELECTRIC RAILWAY REVIEW

foreclosure or otherwise, but it is being purchased as needed
and found useful by the Canyon City & Royal Gorge Railway.
which is building an electric line from Canyon City to the
top of the Royal Gorge, 25 miles. No assumption of the
property of the old company is contemplated by the new com-
pany. The Mineral Wells Electric System was not incor-
porated and no stock or bonds were outstanding on the
property.

The receivership of the Mattoon City Railway and of the
Central Illinois Traction Company resulted from the serious
wreck on the interurban line between Mattoon and Charleston
in August last. Plans are being made for the settlement of
the difficulties of the company and it is probable that the lines
will be restored to their owners before long. The Syracuse
& South Bay Railway of Syracuse. X. V., went through fore-
closure proceedings in February and the property was pur-
chased by C. D. Beebe and transferred to the Syracuse &
South Bay Electric Railroad. This company is now engaged
in completing the road, which will be a double-track line from
Syracuse to South Bay, a distance of 12 miles, and will, it is
expected, be in operation on or before June 1, 190S. At the
time of foreclosure only one track had been laid and it' was
in an uncompleted condition.

The number of foreclosure sales is much smaller than
the list of receiverships. As conditions in the money market
became more acute as the year progressed, there was less
encouragement for roads which had sought the protection of
the courts to re-establish their corporate positions than if all
conditions had been favorable. The following shows the list
of foreclosure sales in the year:

Foreclosure Sales in 1907.

Miles

Railway — of track

X'ewtown (Pa.) Electric Street

Railway 28

Hudson Pelham & Salem Electric

Railway 29

Henderson (Ky.) City Railway... 10
Rockland South Thomaston &

Owl's Head Railway -1

Syracuse & South Bay Railway,

Syracuse, X. Y

Mr. .Mansfield Electric Railroad.

Stowe, Vt 12

Philadelphia & Easton Railway,

Doylestown, Pa 33

Chicago Electric Traction Co 31

South Middlesex Street Railway, lri
Chicago General Railway 21

Totals 184 $4,660,510 $4,717,500

The Newtown Electric Street Railway was acquired in
the interest of the Newtown Langhorn & Bristol Street Rail-
way and was afterward acquired by the new Bucks County
Electric Railway, which acquired several connecting proper-
ties in and near Newtown, Pa. The Hudson Pelham & Salem
Electric Railway had been in the hands of a receiver since
December 11, 1904. When the receiver was appointed the
company had $365,000 bonds and a like amount of stock out-
standing; but the property was sold at foreclosure on July 19.
1907, and was purchased by the Hudson Pelham & Salem
Street Railway Company, which with the same mileage has
issued $200,000 bonds and $200,000 stock. The sale at fore-
closure of the property of the Chicago Electric Traction Com-
pany ended a receivership which had lasted since 1900. The
property was acquired in the interest of the Chicago & South-
ern Traction Company, which is building a line to Kankakee
and had been operating over the tracks of the Chicago Elec-
tric Traction Company in order to secure a Chicago entrance.
The property of the Chicago General Railway had also been
in the hands of a receiver since 1900.

CLASS I TRUCK USED AT OAKLAND.

;. Stock.

Bonds.

$ 300,000

365,000
250,000

365,000
150,000

100,000

120,000

300,000

510

200,000

1,025,000

2,000,000

100,000

500,000

825,000

650,000

100,000

1,727,500

A special type of truck known as the "Class I" truck is
used on all city equipments of the Oakland Traction Com-
pany at Oakland, Cal. From the illustration presented it
will be noted that the principal side members of this de-
sign of truck are channel iron sections cut out at the ends
to saddle over the journal boxes. No springs are used in
the truck except those nested between the truck bolster and
the transom. The truck bolster is a single casting made
to move vertically within the confines of the transom. It

Oakland Traction Company — Class I Truck for City Service.

is supported by seven coil springs mounted as shown in
the illustration. This type of truck has an advantage in
that a large proportion of its parts are structural steel sec-
tions, which can be purchased in the open market and assem-
bled with facility. These trucks as described and illustrated
are built complete in the Emeryville shops of the Oakland
Traction Company. Each truck carries two GE-70 motors.

The Nashville Interurban Railway, which is building from
Nashville to Franklin, Tenn., has closed a power contract
with the Nashville Railway & Light Company.

It is announced that the Vtah Light & Railway Company,
Salt Lake City. Utah, will begin this summer the erection of
a 10,000-horsepower power plant at the Devil's Gate, on prop-
erty owned by the Harriman interests, and that its construc-
tion will cost about $500,000.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

SHOP PRACTICE OF THE ALLEGHENY VALLEY STREET
RAILWAY.

BY II. V. MENTZEL, MASTER MECHANIC.

The Allegheny Valley Street Railway Company operates an
interurban line from Natrona to Aspinwall, Pa., 19 miles, and
a local line from Natrona to New Kensington, 7.8 miles. These

four local cars, but as the traffic is heavy on Saturday and Sun-
day we sometimes need our entire equipment out on the road.
On days of heavy travel, we couple our multiple-unit cars,
running them in 2-car trains. Frequently three or four extra
cars are required for special runs during the afternoon and
evening.

All our repair work is done in the daytime, so that the
night shop men act only as inspectors, except for such light

Allegheny Shop Practice— Changing Wheels from Single-Truck
Car.

are both single-track lines laid with 7-inch girder rail. The in-
terurban division has a double overhead trolley, which con-
struction required no switches at regular turnouts. Believing
that some of the shop practices on this line may be of interest
to those engaged in similar work on other lines, I shall
describe in detail our methods of inspection and repair work.

Rolling Stock.
The equipment which is now operated includes ten 45-foot
double-truck cars. Each of these cars is equipped with four

Allegheny Shop Practice — View of Wheels Being Raised from
Repair Pit.

duties as oiling cars, changing trolley wheels and adjusting
brakes.

Car House Inspection — Night.

Our night men do no armature changing or repairing, unless
it is a trivial repair such as a burned-off motor lead or brush
spring or a controller finger.

As each car is taken off the road at night it is run over a
pit by the inspectors and the brakes are adjusted, if necessary.
Then the motors are inspected for armature clearance and all

Allegheny Shop Practice — Method of Supporting Body and Truck When Changing Wheels on Interurban Equipment.

Westinghouse 101-B motors. The control on eight of the cars
is the Westinghouse electro-pneumatic type and on the other
two cars the General Electric type M control is used. There
are also ten 31-foot single-truck cars with Westinghouse No.
68 m'otors and B-23 controllers and two 28-foot single-truck cars
with Westinghouse 38-B motors and K-ll controllers. The
voltage on the line is 550.

The regular week-day schedule requires six interurban and

bolts gone over and if car is equipped with air the pump motor
is shut off and the air reservoir drained. We have a bulletin
board placed in the shop, and if a car is found to have low
armature bearings and bad shoes the inspector does not renew
the shoes or inspect the car further. He runs it off the pit
track and devotes his time to other cars. He then marks up
the car on the bulletin board, thus:

"Car No. 39 low armature bearings No. 2, motor, bad shoes.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

not inspected." This car remains marked up this way until re-
paired, then is marked up, "Car No. 39, O. K."

Starting Cars from Car House.

All interurban cars are known by numbers and local cars
by letters and a list is hung up in the crew room each morning,
showing which car goes on any run, and where placed,
thus:

"Car No. 34, run No. 2, time 5:02 a. m., No. 4 track, operat-
ing barn.

"Car No. 17, run No. A, time 5:27 a. m.. No. 2 track, storage
barn."

No car washing is done at night. The cleaner sweeps all
cars, keeping up fires and cleaning cuspidors. All cab win-

A. V. St. Ry. Co. £j£w?

INSPECTION CARD

Time 7 P M
Car No.O / Date /2-^J' /

Mm ni;

No. 4

I ATTERIK'

ANf>

CONTROL

it §

7? ft - i

19 lj

(PiX elk***!!'* iri&<$.

....A^..p£i./TvLAsw<y^

Allegheny Shop Practice — Car Inspection Report.

dows in the car are cleaned first, the remaining time is then
devoted to cleaning body windows.

Inspection — Daylight.

Inspection of cars with Westinghouse multiple control is
made about every seven days. Each car is provided with hose
connections for air and the inspector first blows out the motors
and all the control apparatus. The brakes and trucks are in-
spected next. Then armature clearance.

The batteries for the control are next inspected and re-
filled, if necessary, and every 30 days they are removed and re-
charged as the charging given them by pump motors varies
according to time the pump motor is operated.

After this inspecting has been done, one man operates the
control while another inspects the line switch, reverser and
switch group. Any switches found coming in or dropping out

of circuit slowly are removed and repaired. The fingers are
adjusted and a drop light is held at back of the switches to
facilitate the inspection of the contacts of the switches con-
trolling the motor circuits.

Next is the all inspectien. The supply pipe and train line
are examined for leaks. Then the brake pipe is filled to 50
pounds pressure and inspected. The brake valve is taken
apart and oiled. The governor is inspected and its piston
oiled, and if the governor is not cutting in and out properly, it

is lest'!

We have no printed forms for air brake shop tests. We
use a typewritten form as illustrated. These are filled out and
the records made when the air brake apparatus has had an
overhauling. The blanks are kept for reference and also to
encourage the repair man in doing good work. We have found
that their use creates a rivalry among the men, each striving
to have the best report on tight piping. We pay particular
attention to the brake equipment. The illustration was made
from actual report, and I think the report a good one. This
test as reported was made after the pump had been cleaned
with gasoline and filled with new oil. the brake cylinder had
been oiled and cleaned and the piping inspected.

Our air pumps and brake cylinders are taken from under
the car every six months or as closely to that interval as pos-
sible, cleaned and the necessary repairs made. Since equip-
ping our cars we have changed the suction of the air pump and

Allegheny Valley St. Ry. Co.
Shop Test. Air Brakes.

ir # J_£__ Date //'/?- 0/ Type

^u^t .

Pump ) Cut In b-5_ lbB . ) Pumped up from

Covernor ) Cut out 75~ lbs ■ ) to £flbs . / MiygSee,

Leaked from 76' Its. to 6>5~ lbs. 23 Ml. tyi? Sec.

Brake pipe filled to SO lbs ■ Leaked to^-J/Mi . 17 Sen.

Voltage Variation 500 v tbJ[25Y %f J'^y^rz^-

— — — — • Inspector.

Allegheny Shop Practice — Air Brake Inspection Report.

piped it from the inside of the car. The suction pipe end is in
a box S inches square having screened sides. This box is
filled with curled hair and at each inspection the hair is re-
moved and cleaned.

After all control, motor and air apparatus has been in-
spected and repaired, the oiling is done and an inspection card
illustrated is filled out and given to the shop foreman.

The inspection of G. E. type M control is made in the
same manner. When two or three car trains are sent out
from the shop, they are made up and the control is operated
from each end of the train before being put into service.

Changing Armatures.

If an armature is to be removed it is secured to the upper
half of the motor and lower half dropped. The armature is
then removed with an armature jack.

All our air equipped cars are provided with hose connec-
tions. If we change an armature in a car not having air
equipment, a hose is connected to any air car that may be
handy so that all armatures when changed or fitted with new
bearings may be blown out as well as the motors.

We turn all our bearings to fit. When an armature shaft
is badly worn it is turned off true with no attempt to standard-
ize the sizes as we would not get enough of the same size to
justify us in making special size mandrels.

Changing Wheels.

As the illustration shows, we have a section of our pit-
track that is removable. We change the wheels on our double-
truck cars without removing the trucks. Two long rack jacks

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

are placed in the pit so that they will catch the axle inside
of the gear wheels.

On single-truck cars we place a timber across the trap and
raise the motor off the axle with a turn-buckle. This puts the
weight of the motor on the car body instead of on the truck. A
jack is placed on each side of the car body and at the end
where the wheels are to be changed. Then the body and the
truck are raised until the weight is off the wheels. The pit
jacks are then raised until the wheels are clear of the track,
which is then removed. The old wheels are then dropped
into the pit, rolled to one side and the new wheels are put in.

It takes longer to remove gear cases, axle bearings and
journal box bolts than it does to change wheels. Two men
in our shop will change 3 pairs of wheels in 10 hours on the
small cars.

The wheels on large cars are changed in the same way,
except that as the truck is not fastened to the body, as on our
single-truck cars, we first lift the body clear of the truck.
Then at one end we place barrels in the pit to support the
truck, and at the other end a timber is placed across the end
of the truck and supported on each side by jacks. We have
had a great deal of trouble with chipped and broken flanges

— #-1

•0

-^■3"

£.

c&M>r/?>e tfofso //ass 2" '0/#M£ rs/?

^L/rr ty/rs*£#

them in conduit. The cross sills of cars, with the exception of
end sills, are based for 1%-inch pipe conduit. We put three pipes
lengthwise of the car, as shown by the sketch. The center pipe
is used for the resistance leads and the two outer pipes contain
the motor wires. These pipes are run within 8 inches of each
end of the car body. From the end of the pipes the wires are
carried to the controllers and resistances through the regular
canvas hose. At the ends of the piping the wires are pro-
tected with canvas hose to prevent chafing.

The trolley ground wires are run under the car, the trol-
ley connection on one side of the traps and the ground wire on
the other. The wires of the different motors are put in in

COI//V T£f 30^£0^

°C£/Vr£/P£D

Allegheny Shop Practice — Scheme for Winding Heater Coils.

from cast wheels and are changing to steel tired and rolled
steel wheels as rapidly as possible.

Car Washing.

All car washing is done by daylight. Cars are placed on
the washing track after having been swept out. Cars are
washed roof and all with the hose. The body is washed
with soap and rinsed and wiped dry with a chamois skin. The
inside of car and cabs are washed in the same way, if neces-
sary; the seats are removed and the dust is blown out with
an air hose.

Windows are cleaned last; we have been using "bon-ami"
with success on windows. Cars are not washed at any stated
time, the decision of the time being left to the barn foreman
as cars are washed under his direction.

Car Wiring.

Our single-truck cars are all fitted with cross seats and no
provision is made for running motor cables in the cars. For-
merly we had considerable trouble with cable cutouts in wet
weather, these being caused by water thrown by the wheels.
To provide against the recurrence of such troubles, in fitting
these cars for winter service we remove all cables and replace

Allegheny Shop Practice — Arrangement of Conduits for Motor
Wiring.

separate pipes. We have neither had trouble from cables
since making these changes nor do we expect any.

Floors.

Our cars have double floors and a special construction is
used to make a satisfactory trap door of double thickness. An
accompanying sketch shows our method of bolting together
the two thicknesses in the trap doors. The underside of the
upper flooring is grooved, % by 2 inches, 4 inches from the
ends. In these grooves is placed an iron strap % by 2 inches

4"xZ"//?af</ r

£ "&!/?/?'*&£■ &0S- T

Y 1

/y^l. <?£>/?/ /V&

1 i i

i i

l ' ! I '

>©' !

i i ' r\ '

1 ' i Oi

y\ \ \

! i '

l±

f — k> '

1 !o|

\ • !

! i !

V! ;

i 'i !

:b! i

1 ' i°!

k :

i i t > •

^-r- i

Allegheny Shop Practice — Details of Double Thickness Trap
Doors.

in section. Bolts, 3 by % inches, passing through the iron hold
the double flooring together. A wood batten, 1 by 4 inches, is
fastened underneath as shown. This construction affords a
trap door that will not split lengthwise, a trouble often occur-
ring in the usual form of trap.

Rewinding Headlight Resistance.

Accompanying sketches show our way of rewinding por-
celain resistance tubes used in the resistance boxes of Crouse-
Hinds arc headlights for 500-volt street railway circuits. One

January 4, 1908.

ELECTRIC RAILWAY REVIEW

block is removed, the tube put on, and the block replaced;
the centering tube nuts are then drawn tight and the whole
placed in a small lathe. Five minutes is all the time required
to wind the wire on the tube. This scheme, while not original,
is nevertheless handy.

Trolley Wheels.

We use Bayonet trolley harps only, and 6-inch felt-oiler
trolley wheels made by the Detroit Trolley Wheel Company,
When we receive new wheels, we put them in a tank filled with
a light body oil, allowing them to remain there at least five
hours. The tank is fitted with 24 hooks arranged along the
side. When the wheels are lifted out of the oil a new axle pin
is inserted in each one and they are then hung on the hooks
until needed for a car. We always keep, in the storeroom.
12 wheels fitted to their harps, so that when required for use
all that it is necessary to do is to place one on d pole and fill the
reservoir of the wheel with oil. We find that by soaking the
wheels as described, we can wear 9 out of 10 wheels through
and still have the bushings in good condition. The reason for
this result is easily understood: When wheels are put in serv-
ice without soaktag, the oil which is put in the reservoir is
soaked up by the felt and none is left for future oiling, but if
the wheels with felts in them are soaked first the oil finally
put in is not taken up except to lubricate the bushing directly.
This plan has given us excellent results.

MEETING CALLED TO FORM CENTRAL ELECTRIC
TRAFFIC ASSOCIATION.

For the purpose of organizing a traffic association, a
meeting of traffic officials of electric railways in the Central
Electric territory will be held at the Algonquin hotel, Day-
ton, 0., on January 22. The call for the meeting has been
issued by F. D. Norveil, general passenger and freight agent
of the Indiana Union Traction Company, Anderson, Ind. Mr.
Norveil believes that the organization will be successfully
established at this meeting and that it will prove to be of
vast benefit to the electric railway interests in the territory
which will be included, Ohio, Indiana, Illinois, the southern
part of Michigan and the northern part of Kentucky. Mr. Nor-
veil's letter, an abstract of which follows, shows that the
proposed traffic association will not only have the cordial
support of the Central Electric Railway Association, but will
be a part of that organization:

Letter of F. D. Norveil.

Pursuant to the call for a meeting for the purpose of
forming a traffic organization, composed of the traffic officers
of the various electric lines in Indiana, Ohio, part of Michigan,
Illinois and Kentucky, comprising practically the same terri-
tory as that which makes up the Central Passenger Associa-
tion's territory, I would call your attention to the report of
an impromptu meeting held at Indianapolis on November 20,
1907. when the subject was informally discussed. In view of
its favorable reception by the representatives of the lines
present on that day. and the almost unanimous replies re-
ceived from various other traction lines in the states named,
in favor of such an organization, and with the consent of the
president and officers of the Central Electric Railway Asso-
ciation, we have set the day for the first meeting of the
proposed traffic association. The meeting will be held at the
Algonquin hotel, Dayton. O.. on Wednesday, January 22. 19us.
As this is the day before the regular annual meeting of the
Central Electric Railway Association, which will be held at
the same point, we would be glad if you would arrange to
come prepared to make a two days' stay, devoting Wednesday
to the preliminary organization of the traffic association, and
spending Thursday at the Central Electric Railway Associa-
tion's meeting. A banquet will be held at the Algonquin
hotel on Thursday night, which we would be glad to have you
attend. We are sure that you will derive much pleasure, and
certainly great benefit from such a meeting and it will result
in good to the traction lines interested.

In order that all electric railway organizations may
remain closely allied, the president and officers of the Central
Electric Railway Association, have consented to the formation
of such an organization as a branch of that body.

This meeting is therefore indorsed by the Central Electric
Railway Association, as attested by the signature of the presi-
dent hereto attached.

Report of the Indianapolis Meeting.

Tin' report of the meeting at Indianapolis on November
20, which is signed by the secretary, J. F. Starkey, follows:

On October 2, 1907, at a meeting called by the railway
commission of Indiana for the purpose of adopting a uniform
size of tariffs, and a system for filing same, Hie clerk of the
commission appointed a committee of interurban traffic men for
this purpose. On November 20, this committee invited all of
the Indiana traffic officers to attend a meeting held at the
Indiana state house to ratify the report of the committee.

After the adjournment of the committee, members of the
various Indiana lines suggested that a meeting be held for
informal discussion regarding a permanent traffic organization.
This meeting was held at the Terminal building, and following
is a list of the officials present:

F. D. Norveil, general passenger and freight agent Indi-
ana Union Traction and Terre Haute Indianapolis & Eastern
Traction companies.

W. S. Whitney, general passenger and freight agent Ohio
Electric Railway.

J. 15. Crawford, superintendent transportation Ft. Wayne
& Wabash Valley Traction Company.

C. T. Price, passenger agent Western Ohio Railway.

A. G. Kelley, auditor Ft. Wayne & Springfield Traction
Company.

C. G. Lohman, general superintendent Chicago South
Bend & Northern Indiana Railway.

J. W. Mettlen, general freight agent Indianapolis Craw-
fordsville & Western Traction Company.

R. J. Thompson, assistant secretary and treasurer Indian-
apolis & Louisville Traction Company.

M. E. Graston, division passenger and freight agent
Indiana Union Traction Company.

J. F. Starkey, division passenger and freight agent Indi-
ana Union Traction Company.

J. H. Crall, division passenger and freight agent Indiana
Union Traction and Terre Haute Indianapolis & Eastern
Traction companies.

George S. Henry, traffic manager, Indianapolis & Cincin-
nati Traction Company.

After an informal, brief discussion on the matter of
through freight rates and percentages, Mr. Norveil was ap-
pointed chairman, and he called the meeting to order, appoint-
ing Mr. Starkey secretary.

The chairman stated briefly the object of the meeting,
which was that we might discuss the idea of the formation
of a traffic organization, as a branch of the Central Electric
Railway Association, which would be composed of the mem-
bers of the traffic departments of the several interurban lines,
represented and interested, and whose duties would be to
formulate and compile tariffs, and joint arrangements whereby
through traffic might be secured on a basis that would be
beneficial and satisfactory to all concerned. After some dis-
cussion — in which all present seemed to be of one mind
concerning such organization, that of the affirmative — the
chairman stated that he thought it wise to have a committee
appointed to formulate some sort of constitution for the pro-
posed organization, such committee to present the constitution
at the next meeting to be approved or modified, as deemed
best at the meeting. Joint passenger and freight rates are
to be in the hands of the association. The joint association
was preferred at first, but if desirable, later on, a separation
would be made, one association being formed for the passen-
ger department, and another for the freight department.

On motion by Mr. Lohman, seconded by Mr. Graston, for
the appointment of a committee of five to formulate the con-
stitution, Mr. Price suggested that nine be appointed instead
of five, and this being agreed upon, the chairman appointed
the following as a committee:

W. S. Whitney, chairman, Columbus, O.

Charles F. Price, Lima, O.

George S. Henry, Indianapolis. Ind.

R. J. Thompson, Louisville, Ky.

A. G. Kelley, Ft. Wayne, Ind.

B. R. Stephens, Springfield, 111.
George M. Parker, Detroit, Mich.
F. D. Norveil, Indianapolis, Ind.
J. O. Wilson, Cleveland, O.

After a brief discussion as to the territory this organiza-
tion should cover, it was decided to include Indiana. Ohio,
lower Michigan, and a portion of Illinois, and the northern
part of Kentucky. The matter of expense incident to the
initial work of the organization was discussed, but no decision
was reached. It was decided that the chairman, Mr. Norveil,

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

should ask the various lines interested their opinions regard-
ing the issuance of a joint interline passenger tariff looking
to the furtherance of through traffic.

At the meeting of the Central Electric Railway Associa-
tion, referred to in the foregoing, the annual election of
officers will be held.

Advertising the aurora elgin & Chicago
railroad.

The Aurora Elgin & Chicago Railroad was successfully
advertised in the summer traffic season of 1907. Small adver-
tisements were published frequently in the daily newspapers

attention of more purchasers of real estate to the district
tributary to the road. He tried at first to interest people by
working through different real estate firms, but did not find
this method successful. When inquiries are received now by
Mr. Breckinridge in response to his direct advertising, he
refers the seekers after information to the principal real
estate agents in Chicago or in the various towns who are
posted concerning the particular class of property desired,
believing that in this way he will accomplish much better
results with people who are attracted by the country life and
the unusual transportation facilities afforded by the road.

Other car posters have been used successfully by Mr.
Breckinridge. The one which advertises the "Panhandle

LIMITED TRAIff S

LEAVE FIFTH AVENUE TERMINAL AT

8.15 ml 12.00 noon -615 p.m.

AURORA. ELGIN & CHICAGO R. R.

and ELGIN-BELVIDERE ELECTRIC CO.

Connecting at Belvidere for RocUford, Frooport, Boloit, Janesvillo, and all points on

ROCKFORD & INTER-URBAN RY.

NO OUTING EQUAL TO OUR

"PANHANDLE TRIP"

110 MILES » BEAUTIFUL SUBURBAN, COUNTRY "° RIVER SCENERY '» $1.25

WITH STOP-OVER PRIVILEGE AT

AURORA and ELGIN

AURORA. ELGIN & CHICAGO R. R.

THE GREAT THIRD-RAIL ELECTRIC

Advertising the Aurora Elgin & Chicago Railroad — Posters Placed in Cars.

in Chicago to direct attention to the short trips offered by
this company, both on its own lines and through connections
with other railways. With the approach of winter weather
the advertising of this character was discontinued and efforts

Trip" has been effective in making famous that ride of 110-
miles for $1.25 from Chicago to Aurora and Elgin and return
to Chicago. If close connections are made the round trip can
be completed in four hours and 25 minutes. This trip is

A Day in the Country

Will Do You Good

Our new Ouiiti; Folder Will Tell You Where
lo Go.

Aurora, Elgin
4 Chicago R.R.

THE FOX RIVER VALLEY ROUTE

Special Car Furnished at Reason-
able Rates.

Frequent Service.
Down Town Terminal
Union Loop, 5th Ave.,
near Jackson Boulvd.

Trains now run direct lo 0»k_ Ridge and Ml.
Cermel came eriei. with Funeral Service from
an, station on Metropolitan Elevated.

Phone Qarnson 5333.

THE PLAC E

WHEATON
COUNTRY FAIR

THE DAYS

SEPTEMBER 12, 13, 14

THE WAY

AURORA, ELGIN & CHI-
CAGO RAILROAD

The Great Third Rail BUctrlc.

Trains every half hour all day. Addi-
tional express trains mornings and even-
ings. SPECIAL RATE, 50c Round Trip.
Terminal Fifth av.. n?ar Jackson Blvd.
All trains stop for passengers at Marsh-
field av., Fifty-Second av., and Desplalnes
av. Information, Phone Harrison B3S8.

Aurora, Elgin &
Chicago Railroad

The Fox River Valley Route

Outing Suggestions

To AURORA

via Tnlrd Rail. Thence
to OSWEGO or YORK-
VILL,E via our For River

Trolley.

To BATAVIA

via Third Rail. Thence
to GENEVA. or ST.
CHARLES via Pox Elver

Trolley.

To ELGIN

vie Third Rail. Thence to DDNDBB or
CARPENTEKSVILLB via (Fox River Trolley.

"PANHANDLE" TRIP

To AURORA or ELGIN via Third Rail, up
or down the river bj trolley eud return to
Chlcaeo.

Frequent Service Fast Trams

Seats for All Low Rates

Terminal: FIFTH AV.. Near
Jackson Boulevard

Information Phone Harnson 5388

Advertising the Aurora Elgin & Chicago Railroad — Samples of Newspaper Advertisements.

are now being made to attract business to the lines o£ the road
in other ways. Richard Breckinridge, the traffic agent, had
posters printed urging people who contemplate the construc-
tion of suburban homes to investigate the beautiful country
along the Aurora Elgin & Chicago. These posters are car-
ried in the cars of both the Aurora Elgin & Chicago road and
the Metropolitan West Side Elevated Railway of Chicago, the
tracks of which are used by the Aurora Elgin & Chicago in
gaining entrance to the central business district of the city
of Chicago. Mr. Breckinridge has advertised at numerous
times within the last few years with the idea of attracting the

made entirely on the lines of the Aurora Elgin & Chicago

road. . .

Daily Newspaper Advertising.

The effect of the advertising in the Chicago daily news-
papers was manifest in large traffic in innumerable instances
during last summer. Samples of the advertisements which
were published are given in this issue. Mr. Breckinridge
found that publication of these advertisements, measuring
about four inches or 56 lines of newspaper space, attracted
sufficient people to make a perceptible difference in traffic on
all the days when the weather was favorable. The copy for

January t. liiiis

ELECTRIC RAILWAY REVIEW

the advertisements was changed with nearly every insertion,
but in most of them the trade-mark of the road appeared.
When any special event was to take place at any point on
the line it was advertised specially it' weather conditions
appeared favorable. For instance, when Judge Ben is. Lind-
sey, of the Denver juvenile court, spoke at the Aurora Chau-
tauqua in Aurora, on Sunday, August 11, advertisements were
published in the papers on August 10, calling attention briefly
to the fact and to the frequent trains on the "greal third
rail electric."

During some of the hottest summer weather advertising
was published on Saturday mornings. One week the adver
tisement was headed "Every Daj is Cool on the Annua Elgin
& Chicago." On another Saturday it was announced that the
Annua Elgin & Chicago "Offers Outings for All Summer
Long in Chicago's Greater Park, the Fox River Valley."
After calling attention to the time of trains and the location

Persons contemplating Suburban Homes would
do well to investigate the beautiful country

ALONG THE

Aurora, Elgin & Chicago R.R.

GOOD TOWNS -LOW RATES -FAST TRAINS
REAL ESTATE AT REASONABLE PRICES

FOR FURTHER INFORMATION CALL ON

RICHARD BRECKINRIDGE, Traffic Agent

FIFTH AVENUE TERMINAL, CHICAGO

Advertising the Aurora Elgin & Chicago Railroad — Sample of
Poster Placed in Cars.

of the downtown terminal this advertisement added "High
Speed Without Cinders, Dust or Smoke; Beautiful Scenery,
Modern Cars, Low Rates."

Rates of Fare.
Other advertising issued by the road includes booklets
with maps and half-tone pictures of scenes on the lines. The
booklets also contain the rates of fare, which are as follows:

Rates of fare subject to
change without notice and
distances between Fifth
avenue terminal station.
Chicago, and —

May wood 11.0

Bellewood 13.0

South Elmhurst 16.0

Lombard 20.5

Glen Ellyn 23.0

Wheaton 25.5

Chicago Golf Grounds 26.5

Warren ville 30.5

Aurora 39.5

Glen wood Park 39.5

Batavia 40.0

Wayne 34.8

Elgin 42.0

.10

$0.20 $

$....

.30
.40

.20

•16%

5.70

6.30

.25

.50

•20%

6.00

6.65

.55

.25

6.40

7.10

.65

.29 V«

6.75

7.50

.75

.33%

7.65

8.50

.85

•37%

8.10

9.00

1.10

.50

9.00

10.00

1.00

.45%

1.00

.45%

8.75

9.70

.95

•41%

8.55

9.50

1.10

.50

9.00

10.00

Tokio. Japan, has 90 miles of electric railways, exclusive
of suburban lines, all under the management of one Japanese
company. The 700 cars in daily use carry an average of
300,000 passengers, and have already displaced more than
half the jinricksaws. A 2%-cent fare and complete transfer
system is in force, but as yet there are no unions. Wages
are on a minimum basis of $6 per month for both conductor
and motorman. The track is narrow gauge, owing to the
narrow streets. All the cars, etc., are made in Japan from
American and European ideas. — Exchange.

A SUGGESTION TO ELIMINATE OVERCROWDING OF
SURFACE CARS IN NEW YORK.

The transit committee of the City Club of New York,
which lias made extensive investigations of the city's trans-
portation problems, on December l's sent to the public service
c immisslon a letter protesting against the proposed ordinance
to regulate the number of, passengers to be carried on the
surface cars. In place of such a regulation, the committee
proposes a plan ot requiring the company to operate cars
providing a definite number of seats. The letter is as follows:

The receivers of the Xew York Railway Company have
submitted to your commission a draft of a regulation or ordi-
nance, designed to limit to 65 the number of passengers thai
tnaj ride on a street surface car al any one time. They ask
your endorsement of ibis proposed measure.

Believing you will welcome an expression of opinion from
any citizens interested in and studying the transit problem
of the city, we submit tor consideration our views on the
proposed regulation.

We believe it is an unwise measure for the following
reasons:

l 1 l Your commission appears to have ample power to so
regulate the handling of cars as to furnish the greatest pos-
sible convenience to the public.

(2) li is inexpedient to attempt to regulate the number
standing in cars by limiting the load, because (a) the Ameri-
can public is unaccustomed to such restrictions, and would
not readily adapt itself to this form of regulation; (b) the
enforcement of such a regulation, if in the form of an ordi-
nance, would necessarily rest in the hands of the police, and
these officers would not be likely to enforce it. An ordinance
has been on the books for many years, section 57, revised code
of ordinances, which requires that no electric car in Brooklyn
"shall carry more passengers than 50 per cent more than its
seating capacity." There is no pretense of enforcing it.
(c) Such a regulation becomes a dead letter through lack of
enforcement, and the public, seeing overcrowding after its
enactment as bad as before, would lose faith in all attempts at
regulation, and would come to believe that overcrowding is an
unavoidable evil.

We desire to propose a form of regulation which we
believe will do all that can wisely be done to equalize the load
carried by each car.

Where increased transit facilities were needed the com-
mission has heretofore issued orders for an additional number
of cars to be run between certain hours. This method has
undoubtedly secured a larger number of cars, but has not
secured the full number of seats needed or possible in general,
since the cars in use are small, with but two longitudinal side
seats, and are constructed to accommodate standing rather
than sitting passengers. What is desired, we assume, is that
such a type of car shall be used as will furnish the greatest
possible number of seats in a given period.

We therefore suggest that the commission periodically
ascertain the traffic needs of every line and thereupon require
the operating company to furnish during every 5-minute period
a designated number of seats, rather than a stated number of
cars. If the track capacity has been reached with the present
type of cars, such order would make it necessary on the part
of the operating company to increase the seating capacity
of each car.

This form of regulation has the following advantages:

ill The enforcement remains in the hands of the com-
mission.

(2) It is definite and enforceable.

(3) A would-be passenger may choose whether he desires
to ride on a crowded car or to wait for other cars, which,
under this regulation, he may be assured will speedily come.

(41 It tends to induce the operating company to furnish
cars with a maximum number of sittings rather than a
maximum standing room as at present. It may cause them
to experiment with larger cars or double-decked cars, or some
type which will furnish the maximum number of seats per
unit.

We believe that regulation of the running of cars by the
above method would not only secure to the public the best
accommodation possible with the present type of cars, but
would also tend to cause the operating companies to secure
a type of car that would utilize the tracks to their fullest
capacity.

The Georgia Railway & Electric Company of Atlanta. Ga.,
announces that approximately 46,000,000 passengers were car-
ried on its lines during the year 1907, an increase of 6,000,000,
or 14 per cent over 1906.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

DEPRECIATION OF CARDIFF ELECTRIC TRAMWAY AND
•LIGHTING UNDERTAKINGS.*

In a report to the chairman and members of the "Elec-
trical Lighting, and Tramway" committee, John Allcock, the
Cardiff city treasurer and controller, deals with the question
of depreciation in regard to both the tramways and lighting
undertakings as follows:

Tramways.

I have recently given further attention to this question,
and have been supplied by the city electrical engineer and
manager with the rates of depreciation which he considers
represent fair wear and tear, based upon his expert knowl-
edge of the condition of the Cardiff plant, and the undertaking
generally. I have extracted the expenditure of the various
sections of the work as shown by the following table, and
against such cost I have calculated the annual amount of
depreciation which is necessary, and in a further column the
sinking fund, which has been set aside to redeem the loans
which have been raised on those parts of the undertaking
which are subject to depreciation.

Sinking fund
Depreciation, instalment.
Expen- Per
Purpose — diture. cent. Amount. Years. Am't.

Track and bonding £209,369 5 £10,468 30 £4,225

Cars 79,602 10 7,960 15 4,202

Buildings 115,365 2% 2,884 30 2,328

Buildings 8,500' 2% 212 25 230

Engines and generators 41,591 5 2,079 30 839
Engines and generators 22,500 5 1,125 25 597
Boilers, pumps, econo-
mizers 15,544 5 777 30 313

Boilers, pumps, econo-
mizers 6,350 5 317 25 168

Mechanical stokers and

coal bunkers 1,736 5 86 30 35

Mechanical stokers and

coal bunkers 2,550 5 127 25 67

Steam and other pipes. 8,485 5 424 30 171
Steam and other pipes. 6,374 5 318 25 169
Switchboards and instru-
ments 5,933 .7V 2 444 30 119

Tools, plants, etc 4,268 7% 320 30 86

Conduits and cables.... 53,957 3 1,618 30 1,088

£582,124 £29,159 £14,637

In the foregoing calculations, nothing has been provided
for the depreciation of the accumulators. The reason for this
is that they are being maintained by the Tudor Accumulator
Company for a period of ten years from July, 1901, and it does
not appear necessary during the continuance of this contract
that further provision should be made.

If, however, the present conditions were altered, it would
be necessary for me to submit a further report on this par-
ticular expenditure.

Annual depreciation as per foregoing table £29,159

Annual charge for sinking fund £14,637

Annual amount to be provided in addition to

sinking fund £14,522

Note. — Of this amount the committee has already ap-
proved the provision of $5,500 as per resolution dated Febru-
ary 22, 1907, leaving a further annual sum of £9,022 still to
be provided.

I do not think I need labor the point as to whether a pro-
vision for depreciation is necessary — this, I feel, will be
readily conceded. There is, however, a question as to how
such depreciation should be calculated, and I recommend that
the committee approve the principle of setting aside as a
depreciation fund the difference between the actual deprecia-
tion, based on the life of the several parts, and the sinking
fund, which has been set aside in respect thereof.

The argument has been advanced that the corporation, in
addition to maintaining a sinking fund, should also provide
for the full depreciation on their various undertakings, but
I do not agree with this contention, as the outcome of such a
practice would mean that the present generation would re-
deem the loans, and at the end of the time an amount equal to
the whole of the capital invested would be in hand in addition,
in the shape of a depreciation fund, notwithstanding the fact
that the undertaking had been kept up to date as far as this
was possible out of revenue. To provide sinking fund and full
depreciation would inflict a double burden upon the present
generation which I do not think fair, and I feel that if a

♦Prom Electrical Engineering (London) December 19, 1907.

certain amount is set aside each year, based upon the differ-
ence between the depreciation and the sinking fund, that the
corporation will have done all that can reasonably be ex-
pected.

Some portion of the existing materials could be utilized
when the track is reconstructed, and there may possibly be a
sum in hand on this particular section which would exceed the
actual amount required for reconstruction, calculated at
£4,000 per mile, but the sum in hand would not exceed the
balance of loan remaining due on the track, and which had
not already been provided by means of a sinking fund. The
question of obsolescence of plant may in the future operate on
the subject of depreciation, but, as a matter of fact, it is
impossible to state with any degree of definiteness the liability
which might accrue under this heading as it entirely depends
upon improvements in machinery and also the introduction of
labor-saving appliances, etc.

Electric Lighting.

The city electrical engineer and manager has kindly sup-
plied me with the various rates of depreaiation which, in his
opinion, represents the annual fair wear and tear of the
various portions of the electric light undertaking. In this
case, also, I have extracted the expenditure of the various
sections of the work which are subject to depreciation, and
they are shown by the following table, with the annual amount
of such depreciation and the annual charges for contribution
to sinking fund.

Sinking fund
Depreciation, instalment.
Expen- Per

Purpose — diture. cent. Amount.Years. Am't.

Buildings £ 20,342 2% £ 539 25 £ 539

Machinery 41,980 5 2,099 25 1,114

Mains and services 105,361 3 3,160 25 2,796

Transformers, motors,

etc 30,436 5 1,521 25 807

Meters 10,800 7% 810 25 286

Electrical instruments.. 4,660 7% 349 25 123

£213,579

£8,478

£5,655

A provision has not been made for accumulators, as the
conditions are similar to those which obtain in the tramways
department.

From this it will be seen that the loan charges necessitate
payments to the sinking fund amounting to £5,655 per annum.
The period sanctioned for the loans does not represent the life
of the various sections of the undertaking and the full depre-
ciation works out at £8,478 per annum. The difference be-
tween these two sums, namely, £2,823, is the amount which I
recommend to be set aside in addition to the sinking fund,
in order that when the effective life of the various portions of
the plant and machinery comes to an end, due provision will
have been made for the repayment of the original loan, viz.,
sinking fund in hand, plus depreciation fund.

Generally.

The rates of depreciation are based upon the supposition
that they will operate in each case from the date of the
opening of the works. This in the case of the tramways would
be 1902. and electric light 1S95, and the committee may be
met with the statement ha such depreciation should be pro-
vided from these dates, calculated on the capital expenditure
at the end of each financial year. I would, however, point out
that there are no funds available for this purpose, and, under
all the circumstances, I recommend that the first payment to
the fund be dealt with in the current year's accounts, and
that the future profits be also transferred to depreciation
funds until such time as the amount standing to the credit
thereof equals the amount which should be in the fund. If in
any year the profits should be insufficient to meet the charges
recommended for depreciation, I suggest that such liability
should be the first charge on future profits.

Arthur Ellis, city electrical engineer and manager, en-
tirely agrees with the views expressed in this report.

At a meeting of the committee the report was adopted.

The Ohio Electric Railway Company is building a power
house near Lewistown reservoir for the Bellefontaine-Lima
line, now nearly completed, and is erecting a substation near
West Liberty for the Bellefontaine-Springfield line, which has
been in operation for about two years. When the new Lima
line is opened, about April 1, it is stated that the company will
open a pleasure resort at the Lewistown reservoir, which
has been made a state park, and will arrange an hourly ff
service in each direction between Bellefontaine and Lima and
Springfield.

January 4. L908.

ELECTRIC RAILWAY REVIEW

RECEIVERS APPOINTED, THEN DISCHARGED, FOR CHI-
CAGO & MILWAUKEE ELECTRIC RAILROAD.

On a petition of attorneys for the holder of 25 shares of
stock, Judge Tuthill of the Cook county circuit court appointed
receivers for the Chicago & Milwaukee Electric Railroad on
December 31. As this step was taken without notice to the
road, all concerned took immediate measures to adjust the
differences which precipitated the receivership, with the result
that on January 3 attorneys for the principal interests in-
volved appeared before the court and secured the discharge of
the receivers.

Charles G. Dawes, formerly comptroller of the currency
and now president of the Central Trust Company, Chicago, ex-
Mayor Carter H. Harrison of Chicago and Gordon A. Ramsay
were named as receivers, but only Mr. Ramsay qualified.

The bill on which the action of the court was based was
filed by Tolman, Redfield & Sexton, representing Charles J.
Monahan, the owner of the 25 shares of stock. The bill
alleged manipulation of stocks and bonds by Albert C. Frost,
president of the Chicago & Milwaukee Electric Railroad, and
charged that through "dummy" directors Mr. Frost had se-
cured large, if not the controlling, interests in the following
corporations:
Chicago & Milwaukee Electric Railway, an Illinois

corporation, with capital of $1,000,000

Chicago & Milwaukee Electric Railroad, an Illinois

corporation, with capital of 5,000,000

Chicago & Milwaukee Electric Railroad, a Wisconsin

corporation, with a capital of

Chicago & Milwaukee Electric Railway, a Wisconsin

corporation with a capital of

Waukegan Fox Lake & Western Railway, an Illinois

corporation, with a capital of

Kenosha Electric Railway, a Wisconsin corporation,

with a capital increased from $50,000 to 1,000,000

Chicago & Milwaukee Power Company, an Illinois

corporation, with a capital of

Ravinia Park Company, an Illinois corporation, with

a capital of

The Racine Stone Company, a Wisconsin corpora-
tion, with a capital of

The Libertyville Trotting Association, an Illinois cor-
poration (capital not given)

The Alaska Central Railroad Company, a Washington

corporation (capital not given)

A. C. Frost & Co., a firm or copartnership

Mr. Frost is said to have been connected in his dealings
with the railroad company from 1897 to 1902 with "his client,"
whose name was not given. The "client" Is understood to
have been George A. Ball, a glass manufacturer of Muncie,
Ind., who announced promptly that he still has an interest in
the companies and is satisfied with the management.

The bill declared that when Mr. Frost announced to the
directors that the business of the company required improve-
ments in the line of the railroad from Evanston to Waukegan,
a power plant at Highw 7 ood, reconstruction of trolley lines and
a second line of track from Highland Park north, the work
was done by the Republic Construction Company, of which Mr.
Frost was president.

Following the action of the court conferences were held
all day on January 1 between two of the receivers, John S.
Miller, representing Mr. Frost, and representatives of various
other interests. It was impossible for the attorneys to reach
an agreement on that day, but the fact was developed that
larger interests than those divulged in the bill setting forth
the rights of the holder of 25 shares of stock were involved.
Among those who participated in the conferences were G. L.
Francis, R. Cassels and Amelius Jarvis of Toronto, represent-
ing large bondholders in Canada.

The final result of the conferences, which lasted all day
and until midnight on January 2, was the agreement to appear
before the court on the morning of January 3 and ask for a
termination of the receivership. Mr. Dawes issued the fol-
lowing statement concerning the agreement which was signed
by the various interests:

300,000
100,000
100,000

5,000,000
200,000
100,000

In this connection I will say that this is the result of the
negotiations among the parties in interest, lasting now contin-
uously for two days and a night, in which, without exception,
every difference has been sunk by all in their co-operation for
what was believed to be for the common good. These con-
cessions have not been small. They have been many and
large. In view of the very great variety and extent, both
direct and collateral, of the interests involved, not only here
but abroad, the outcome is most satisfactory. It only indi-
cates that among business men the spirit of co-operation for
good in a common cause can yet be appealed to with confi-
dence and safety.

Mr. Tolman made a statement in which he said:
None of our demands has been denied. Our charges of
fraud and manipulation, however, fall of their own weight, and
they are buried and forgotten. The whole trouble will now be
smoothed out in a private and peaceable manner and not in
court. All interests have been provided for in the stipulation
of settlement. Trustees will be appointed in any cases where
the situation demands. In this manner the rough edges will
be ironed down and claims gradually but certainly met.
Mr Frost has issued a statement as follows:
Although the action taken was a most unfortunate one,
especially as it was taken on the eve of the company's semi-
annual payment of interest, the company's finances have not
been affected. The January interest coupons, amounting to
$250,000, are being paid as presented and the funds are pro-
vided to meet all other obligations of the company, as well as
the completion of the road into Milwaukee early this spring.
For the purpose of having the charges in the bill, that stocks
and bonds of this company have been used for building up
other enterprises, proved to be absolutely false, I have exe-
cuted a document by which Mr. Dawes will have the right to
examine into this question, and if he finds that funds or
securities of any kind have been used for the building up of
other enterprises these funds and securities will be imme-
diately placed in the possession of the company. The facts
are that this company has issued no bonds or stocks for nearly
three years, during which time nearly $500,000 has been ex-
pended on its property for permanent improvements and bet-
terments. I take this opportunity of stating that Mr. Dawes
worked untiringly two days and a large part of one night in
his effort to have the receivership dismissed and the property
restored to the company for the good of the community and
the large number of investors interested.

STEAM RAILROAD CONSTRUCTION DURING 1907.

Figures compiled by The Railway Age show the number
of miles of new track built by the steam railroads during the
calendar year 1907 in each state as follows:

State— No.

Alabama

Alaska

Arizona

Arkansas

California

Colorado

Dist. of Columbia

Florida

Georgia

Idaho

Illinois

Indiana

Iowa

Kansas

Kentucky

Louisiana

Maine

Maryland

Michigan

Minnesota

Mississippi

Missouri

Montana

lines.
14

1
16
14

1
10

7
11

9
22

1
13
10
19
11

Miles.

185.60

27.08

26.66

138.14

253.46

79.29

6.90

320.00

157.99

124.68

106.47

10S.32

78.00

16.70

60.33

422.41

33.00

.70

66.08

217.36

261.59

91.11

175.90

State — No. lines. Miles.

Nebraska 4 40.70

Nevada 9 189.21

New Jersey 1 .56

New Mexico 6 121.45

New York 12 98.99

North Carolina.. 12 155.77

North Dakota . . 5 197.45

Ohio 3 19.98

Oklahoma 4 160.80

Oregon 6 57.57

Pennsylvania .. 27 147.67

South Carolina.. 9 73.02

South Dakota .. . 7 385.83

Tennessee 12 40.79

Texas 25 381.09

Utah 4 36.10

Vermont 1 5.09

Virginia 13 206.45

Washington 7 311.01

West Virginia... 14 94.47

Wisconsin 7 117.84

Wyoming 3 74.64

Total in 45 states and territories 374 5,874.25

Note. — It will be noted that the total number of lines
given is not the sum of those In each state because of the fact
that several lines extend into two or more states. During
1906 the steam roads built 6.100 miles of new track. The
decrease for 1907 is therefore 226 miles.

The Brooklyn Rapid Transit Company will reduce its line
of $16,000,000 fire insurance with stock companies to $3,000,000.
The rest of the risk will be carried directly by the company.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

INTERURBAN MAP OF THE CENTRAL STATES.

(WITH

Following the practice of the past two years we present
herewith as a supplement to the first issue of the year a map
showing the electric interurban railways of the central states,
operating, under construction or projected. A comparison with
the maps issued in January, 1906. by the Street Railway Review,
and on January 5, 1907. by its successor, the Electric Rail-
way Review, affords an interesting study of the progress of
electric railway construction in the territory where the
development of interurban roads has been most pronounced.
The greater part of the new track has been laid as extensions
of existing systems, although several important new roads
have been built, especially in Indiana, where the increase in
mileage during the year just past amounts to 426 miles. A
detailed statement of the mileage of the Indiana lines appears
below.

This map, for which we are indebted to The Arnold Com-
pany of Chicago, has been carefully brought up to date from
official reports, and is believed to be very complete. However,
if errors are observed, the Electric Railway Review will be
grateful for any information that will assist in making its
records more complete.

INTERURBAN MILEAGE IN INDIANA.

Statistics compiled by the Indiana railroad commission
show that there are 1.53S.93 miles of interurban railroad in
the state against 1.113 miles last year, an increase of 426
miles. These statistics do not include street railways. There
are 30 electric railway systems in operation in the state, the
one of largest mileage being the Terre Haute Indianapolis &
Eastern Traction Company, with 351.40 miles. The shortest
line is the French Lick & West Baden, operated between those
two towns, a distance of 1.9 miles.

The following table exhibits the total and division mile-
ages of the various companies, the letter A indicating that
the road operates partly by steam power and the letter B
that gasoline motor power is used:

Total
miles.

3.75

9.13

2.50
21.00

16.87
28.25

Miles.

Angola Railway & Power Company—

Angola-James Lake

Cincinnati Lawrenceburg & Aurora Electric
Street Railway Company —
State Line-Aurora

Dayton & Western Traction Company —

State Line-Richmond

Evansville & Eastern Electric Railway —

Xewburg-Rockport

Evansville & Bit. Vernon Electric Railroad —

Evansville-Mt. Vernon

Evansville & Princeton Traction Company —

Evansville-Priuceton

Evansville Suburban & NewburgRailroad(A) —

Evansville-Newburg 10.00

Evansville Junction-Boonville 14.57

French Lick & West Baden Railway Company-
French Lick- West Baden

Ft. Wavne & Wabash Valley Traction Company —

Ft." Wayne-Bluffton 24.79

Ft. Wavne-Logansport 76.00

Lafayette-Battle Ground 909

Logansport-Lafayette 38.10

Ft. Wayne & Springfield Railroad —

Ft. Wayne-Decatur

Hammond Whiting & East Chicago Electric
Railway Company —
Hammond-Whiting-East Chicago

Indiana Union Traction Company —

Muncie-TJnion City 33.20

Anderson-Middletown 9.61

Muncie-Bluffton 41.80

Kokomo-Peru 19.19

Indianapolis-Muncie 56.55

Indianapolis-Logansport 79.74

Anderson-Wabash 52.94

Alexandria-Tipton 20.00

24.57

Indianapolis & Cincinnati Traction Company —

Indiauapolis-Shelbyville 28.86

Shelbyville-Greensburg 21.07

Indianapolis-Rushville 41.30

Rushville-Connersville 16.93

Indianapolis Columbus & Southern Traction
Company —

Indianapolis-Columbus 40.04

Columbus-Seymour 22.35

Indianapolis Crawfordsville & Western Trac-
tion Company —
Indianapolis-Crawfordsville

Indianapolis & Louisville Traction Company —

Seymour-Scottsburg-Sellersburg

Kokomo Marion & Western Traction Company —

Kokomo-Greentown-Marion

Lebanon & Thorntowu Traction Company —

Lebanon-Thorntown

Lima & Toledo Traction Company

Louisville & Northern Railway & Light Com-
pany —

Jeffersonville-Charlestown 13.68

Watson-Sellersburg 4.15

Louisville & Southern Indiana Traction Com-
pany —
New Albany-Jeffersonville

Muncie & Portland Traction Company —

Muncie-Dunkirk-Portland

Marion Bluffton & Eastern Traction Company —

Marion-Bluff ton

Northern Indiana Railway Company —

South Bend-Goshen 27.00

South Bend-Lakes 6.30

La Porte-Michigan City 14.00

Southern Michigan Railway Company —

South Bend-Indiana-Michigan Line

St. Joseph Valley Traction Company (B) —

La Grange-Middleburg

St. Joseph Valley Railway Company (B) —

La Grange-Angola

Terre Haute Indianapolis & Eastern Traction
Company —

Indianapolis-Lebanon 28.29

Lebanon-Frankfort-Lafayette 40.46

Lebanon-Crawfordsville 23.50

Indianapolis-Dublin 51.34

Dunreith-New Castle 10.90

Dublin-Richmond 17.32

Cambridge City-Milton 2.07

Indianapolis-Martinsville 30.64

Indianapolis-Plainfield 14.23

Indianapolis-Danville 20.10

Plainfield-Harmony 39.31

Terre Haute-Harmony 18.95

Terre Haute-St. Marys-State Line 12.04

Terre Haute-Sullivan 26.30

Terre Haute-Clinton 15.95

Toledo & Chicago Interurban Railway Com-
pany—

Ft. Wayne-Garrett-Auburn-Waterloo 25.00

Garrett-Kendall ville 12.00

Winona Interurban Railway Company —

Warsaw-Goshen 25.14

Warsaw-Winona Lake 2.00

Peru-Chili 9.21

Total mileage

62.39

45.00

40.92

27.95

9.90
20.73

17.83

6.00
30.59
31.57

47.30
5.86
17.91

26.77

President W. H. Fledderjohann of the Ft. Wayne &
Springfield Railway Company has asked the board of public
works and the mayor of Ft. Wayne, Ind., to be allowed to run
cars every three hours instead of every hour as provided in
the franchise. Mr. Fledderjohann says that owing to the
money stringency the operation of an hourly schedule will
result in a financal loss to the company.

It is reported that the question of a bond issue for the
purpose of constructing a subway system will be placed before
the people of San Francisco at an early election. A number
of prominent business men are said to have been planning
the enterprise for over a year and a petition to the board of
supervisors asking for the issuance of $4,500,000 of bonds is
now being prepared. Supervisors M. I. Sullivan and Isidor
Jacobs are named among the supporters of the project.

SUPPLEMENT TO THE El

; Sj P «4' j pox ° **% L V""*"

i """aV^o^

MAP

SHOWING

ELECTRIC INTERURBAN RAILWAYS

IN THE

CENTRAL STATES

SUPPLEMENT TO THE ELECTRIC RAILWAY REVIEW, JANUARY 4,1908. VOL. XIX -NO.

MAP

ELECTRIC INTERURBAN RAILWAYS
CENTRAL STATES

January 4, 1908.

ELECTRIC RAILWAY REVIEW

1!)

AMERICAN STREET AND INTERURBAN RAILWAY ASSO-
CIATION.

President C. G. Goodrich of the American Street and In-
terurban Railway Association has issued a letter to the gen-
eral managers of member companies, announcing the estab-
lishment of a statistical bureau of information. The letter
reads as follows:

While necessarily much of the time of the secretary and
his assistants during the past two years has been devoted to
various matters incident to the general upbuilding of the or-
ganization, considerable attention has been given to the estab-
lishment of a statistical bureau of information at the associa-
tion headquarters.

Realizing the great value which such a central source of
information may become to the member companies, your
executive committee has recently made arrangements
whereby the secretary will, from now on, be assisted by a
statistician who has had several years of practical experience
in this line of electric railway work.

The association already has a valuable statistical library,
and this will be enlarged from time to time so that eventually
it will contain copies of practically all governmental, state
and municipal laws, reports and documents of general value
to our members, as well as copies of various books, pam-
phlets, reports and other statistical data bearing upon the
general subject of street and interurban railways.

As fast as data are obtained they will be placed in bul-
letin form and issued to the member companies. It is ex-
pected that such bulletins will be issued monthly hereafter,
and the first one, containing confidential information on wages
of conductors and motormen, will be ready for distribution
in January, 1908.

While a number of lines of investigation are already well
under way, there are undoubtedly many other subjects which
might be investigated to great advantage to the member com-
panies. . As the primary value of the association is to be of
real service to all of its members, you will aid very materially
in accomplishing its purpose if you will kindly address a
letter to the secretary, informing him what investigations in
your estimation might be carried on by the association to the
best advantage, not only of the member companies in gen-
eral, but of your own company in particular. There is no
question but that the association work can be of value to
your company, but to accomplish this result we must have
your hearty co-operation.

Bernard V. Swenson, secretary-treasurer of the associa-
tion, has also issued two circular letters, under date of Janu-
ary 2, 1908, to members and associate members, from which
the following extracts are taken:

Much has been accomplished by the committees of the
various associations during the past year, probably the most
important and far-reaching in value to the member companies
being the work of the standardization committee of the En-
gineering association, the classification committee of the Ac-
countants' association and the insurance committee of the
American association.

The Atlantic City convention was the most successful one
which has ever been held by the various associations and the
several reports contain much that is of interest and value to
the member companies. The proceedings of the Accountants'
and Claim Agents' associations have already been distributed
to the member companies in pamphlet form, and those of the
American and Engineering associations will be completed and
sent out within another week. The cloth bound volumes,
containing the proceedings of all four associations, will be
ready for distribution by January IS, which is exactly three
months after the close of the convention.

At the 1907 convention the executive committee was re-
quested to take steps toward the organization of a fourth
affiliated association which would take over all of the general
work of the American association relating to transportation,
traffic and operation, leaving the American association free
to devote its time to executive matters and questions of broad
policy. It is expected that this new association will be or-
ganized in the near future and a communication relative to
this matter will soon be sent to the member companies.

Since the convention last October much important work
has been done by the American and Accountants' associations
in connection with the classification of accounts, which is
soon to be adopted by the interstate commerce commission.
A communication relative to this matter will be sent to each
member company in the near future.

The report of the treasurer for the year ending October 1,
1907, showed total receipts of approximately $23,000 and ex-
penditures of practically the same amount as the receipts.

The expenditures during tin- year 1907-1908 will probably be
somewhat more than those of the year 1906-1907, as the work
of all of the associations is becoming broader and more com-
prehensive. It is therefore quite essential that the old mem-
ber companies continue in their support and that the mem-
bership be increased during the coming year. During the
year just past the membership increased approximately 15
per cent, and it is expected that, with a more active campaign
for membership, the increase during the coming year will be
considerably greater.

Considerable attention has been devoted to the question
of a suitable badge to be worn by associate members and
several designs have already been submitted to the secretary.
It is expected that the executive committee will take some
action in this matter at its January meeting.

NEW SUBWAY ROUTE RECOMMENDED BY PUBLIC
SERVICE COMMISSION OF NEW YORK CITY.

Almost the last official act of the public service commis-
sion of New York City in the first year of its existence was

Subway Route Recommended by the Public Service Commis-
sion of New York City.

the recommendation of a new subway route to meet the re-
quirements of the boroughs of Manhattan and the Bronx. As
shown on the accompanying sketch map. the new route starts
from the Battery and closely parallels the existing subway, on

2(1

ELECTRIC RAILWAY REVIEW

Vol. XIX. No 1.

one side or the other of the latter, as far as Forty-second
street. Instead of deflecting at this point the proposed new
route continues straight ahead under Lexington avenue to
the Harlem river. After passing underneath the river the
route diverges, one line continuing in a general northeasterly
direction toward Pelham Bay and Mamaroneck and the other
proceeded in a general northerly direction to and underneath
Jerome avenue.

At Canal street branches will extend to the North and
East rivers, at the latter point connecting with the approach
of Manhattan bridge to Brooklyn.

The estimated cost of the work is $60,000,000 and it is
proposed to have the plans ready for inviting bids about
March 1, 1908.

As will be seen from inspection of the sketch, the route
follows to a considerable extent the route of the proposed
Lexington avenue subway, plans for which were prepared
early last year and described in the Electric Railway Review
of April 13, 1907, page 486. The former plans failed to meet
the approval of the authorities and the matter has been held
in abeyance up to the present time.

Prepared as these plans will be, under the authority and
with the approval of the commission in advance, it is prob-
able that something tangible will result in the addition of
transportation facilities for' the Bronx, which needs them so
badly. At first glance it appears that the routes, so far as
that borough is concerned, are well located to serve the needs
of that extensive section without serious interference with
existing routes of travel. So far as the downtown section of
Manhattan is concerned, the proposed route is criticized in
some quarters as following too closely the existing lines of
travel. But the central avenue of downtown Manhattan is
and probably always will be Broadway, and the distance from
Broadway in each direction to the river and to the business
establishments located in the intervening territory is so short
that it appears that the greater number of passengers are
served by locating the route in that vicinity.

A feature that commends itself is the directness of the
route. It is substantially a bee-line from the Battery to the
Bronx. It is proposed to make it entirely independent of the
existing subway, under which it will pass in the neighborhood
of Twelfth street, and to make connection with the New York
Central at Forty-second street and at Mott Haven' (One Hun-
dred and Thirty-eighth street). It will run close to the Stein-
way tunnel at Forty-second street and to the Blackwell's
Island bridge at Fifty-ninth street. At the lower end by a
swing to the west at City Hall it will pass close to the end
of the Hudson Companies' tunnels and be sufficiently close
for another connection at Ninth street. On the Brooklyn side,
also, connection would be easy with the authorized Fourth
avenue line.

The commission expresses the view that by reason of
these numerous possible connections the proposition will be
an attractive one from the financial point of view.

Malicious Destruction of Property.

Vigorous steps should be taken to punish severely the
men or boys who either through wanton mischief or with
criminal intent take wire from transmission lines in lonely
districts or destroy insulators by using them as a mark to
shoot at. One instance is told by our Peoria correspondent:
"The lightning storm of last week developed trouble on the
Illinois Traction Company's high-tension tranmissiou line.
The trouble was finally located, and was found to be caused
by hunters shooting away the high-tension insulators. Twenty-
two were found to be defective and all had to be replaced.
The company has posted a notice offering a reward of $50 for
information that will lead to the arrest and conviction of the
guilty persons.'' This is no isolated case, nor is Illinois the
only state in which these depredations are committed. We

have heard of some very ingenious methods adopted to take
wire from poles even when transmitting current at high poten-
tial, but it would serve no useful purpose to set forth how
this perverted cleverness is manifested. But the tampering
with transmission circuits is a serious matter to power-gen-
erating companies, particularly exasperating because usually
there is no trace to the offenders. If existing laws are inade-
quate, others more stringent should be enacted before the
power companies resort to the last expedient of patroling
their lines by armed guards. — The Western Electrician.

GERMAN AIR CLEANING APPARATUS.

The system of cleaning cars, residences and offices by
compressed air is now being extensively employed in this
country as well as in Europe, the vacuum air cleaning system
being a modification which is also largely employed. With
this apparatus dust suckers carry the dirt into receptacles
provided for the purpose and exhausted by pumps. For car
cleaning and the cleaning of depots and station offices, a
portable, electrically driven vacuum pump or compressor is
used. This pump is mounted on a truck with an electric
cable coiled on a wheel for providing electric current from
any nearby source. A hose connects the pump with a dust
sucker. By simply moving this sucker over the car seats or
the office furniture the dust is removed rapidly and effec-
tively.

In Germany the apparatus shown in the accompanying
illustration is utilized extensively for cleaning the walls,

Portable Vacuum Cleaning Outfit.

drapery and furniture of many homes, apartment houses and
flats. A permanent pipe is connected to the outside wall ol
a building, with terminal hose connections near the windows.
At the street level a terminal connection is provided to which
may be attached a pipe from a portable vacuum pump. The
motors, which are of small capacity, are operated from any
lighting circuit.

The following statistics, compiled by The Railway Age,

give the number of locomotives and passenger and freight

cars ordered by the steam railroads of the United States,

Canada and Mexico during 1907 and the preceding six years:

1901. 1902. 1903. 1904. 1905. 1906. 1907.

Locomotives 4,340 4.665 3,283 2,538 6,265 5,642 3. 482

Passenger cars.. 2.S79 3,459 2,310 2.213 3.2S9 3,402 1.791

Freight cars 193,439 195,248 108.936 136,561 341,315 310,315 151,711

January 4, 1908.

ELECTRIC RAILWAY REVIEW

RECENT ELECTRIC RAILWAY LEGAL DECISIONS.

BY J. L. ROSENBEIiGEK, I.I.. B., OF THE CHICAGO BAR.

Suddenly Turning Team to Cross Track.

Metropolitan Railway Company v. Fonville, 91 Pacific Re-
porter, 902. — The supreme court of Oklahoma holds that a
driver of a vehicle who suddenly turns his team to cross a
street railway track without looking and listening for an ap-
proaching car, and without taking the ordinary care and pre-
cautions imperatively required of all who place themselves
in a similar position of danger, is guilty of contributory negli-
gence as a matter of law.

No Error in Excluding Evidence of Having No Report of Acci-
dents.

Randazzo v. Brooklyn Heights Railroad Company, 106
New York Supplement, 193. — The supreme court of New York,
appellate division, second department, holds that in a personal
injury case where there was no evidence that the defendant
required, or that it was customary for reports of accidents
to be made by its employes, there .was no error in excluding
evidence that there was no report of the alleged accident in
question on the files of the company, as such evidence could
have no weight.

Reasonableness of Speed.
Smith v. Connecticut Railway & Lighting Company, 67 At-
lantic Reporter, 888. — The supreme court of errors of Con-
necticut says that the reasonableness of the speed at which a
car is run is to be measured by the relation of that speed to
the particular circumstances under which it is maintained. A
speed of 20 miles an hour might not be unreasonable in the
open country, where the view is unobstructed, and there are
no travelers in sight. A speed of three or four miles an hour
might be unreasonable in a crowded street, when other
vehicles or pedestrians were on the tracks in front, or ob-
viously on the point of crossing them.

Liability for Injury from Acceleration of Speed After Passen-
ger Has Gone on Platform to Alight After Signal.

Ranous v. Seattle Electric Company, 92 Pacific Reporter,
382. — The supreme court of Washington says that cases might
be cited establishing: (1) That a street car passenger, who
leaves his seat when the car is approaching his destination
and goes to the platform for the purpose of alighting when
the car comes to a stop, is not as a matter of law guilty of
contributory negligence. (2) That a street railway company
is not liable to such a passenger for injuries resulting from
the ordinary jolting or jerking of the car, or the acceleration
of its speed for the purpose of reaching its usual stopping
place.

But this case presented a different question. The plain-
tiff was not injured by the ordinary jerking or jolting of the
car in reaching its usual stopping place, nor by the accelera-
tion of its speed for that purpose. The testimony on her part
tended to show that at the time of paying her fare, or sur-
rendering her transfer, she made known to the conductor in
charge of the car her desire to alight at Sixth avenue, and
between Seventh and Eighth avenues she made a like request.
As the car passed Seventh avenue the conductor sounded the
bell. As the car approached Sixth avenue at a slow rate of
speed, she arose from her seat and proceeded to the back plat-
form of the car, with the intention of alighting from the car
when the same should come to a stop. As the car reached
about the center of Sixth avenue its speed was suddenly
accelerated, and the lurch caused by such acceleration threw
the plaintiff from her position on the back platform of the
car into the street. The evidence, the court holds, was suffi-
cient to justify a verdict in her favor.

As to the contention that the conductor and motorman
did not know that the plaintiff was on the platform or in a
place of danger, the court says that if the bell was sounded
to stop the car at Sixth . avenue, as the plaintiff contended,
the operators in charge of the car were bound to know that
passengers might and constantly do act upon the warning thus
given.

Kind of Employes Required for Exercise of Highest Care —
$3,500 Verdict Sustained.

Connell v. Seattle Ren ton & Southern Railway Company,
92 Pacific Reporter, 377. — The supreme court of Washington
says that it seems almost axiomatic that only very careful,
prudent and experienced operators of cars can exercise the
highest degree of care.

The plaintiff in this case, it appeared, was standing and
holding to a strap in a car crowded full of passengers. The
force of a collision with another car threw her violently in the
mass of passengers, and she was much bruised about her side
and injured about her ribs and spine. She was shown to be
very nervous after the accident, although she was reasonably-
strong and well before. For years she had worked and earned
her own living expenses. At the time of the injuries she was
employed in a store in the alteration of ladies tailor-made
gowns; but after the accident she had been unable to follow
that vocation, or any other. Under such evidence the court
will not say that a verdict for $3,500 in her favor was exces-
sive.

Validity of City Ordinance Prohibiting the Sale, Giving Away
or Receiving of Transfers.

City of Chicago v. Openheim and others, 82 Northeastern
Reporter, 294. — The supreme court of Illinois says that the
defendants were arrested on a charge of violating a city or-
dinance prohibiting any person from selling a street railway
transfer ticket issued by a street railway company within the
city, given to a passenger for the purpose of authorizing him
to transfer from one car line to another without the payment
of additional fare, as also prohibiting any person from giving
away such transfer ticket for the purpose of enabling the per-
son to whom given to use or offer it for passage upon any
street railway car or cars, and further prohibiting any person
from receiving any transfer ticket in the manner prohibited
by the ordinance, and from using, attempting to use or offering
the same for passage upon any street railway car or cars.

Upon a hearing in the municipal court, without a jury,
all of the parties were discharged. The supreme court holds
that such disposition of the cases was erroneous, as the or-
dinance was valid, contrary to the opinion of the lower court.

The supreme court says that this ordinance was enacted
for the benefit of passengers wishing to make a trip which
necessitated the use of more than one line of the street rail-
way company. It was not within the contemplation of the
city council, in adopting the ordinance, that a person wishing
to make a trip to a point reached by the initial line of passage
should have the right to demand a transfer ticket for the pur-
pose of selling it to someone else, to be used in making a trip
over a connecting line of the street railway company. When
a passenger pays his fare on the street railway he is entitled
to a transfer ticket if in making his trip he desires to transfer
from one line to another upon which transfers are issued,
and such transfer is good upon the line over which it is
issued if used at the place and within the time required.
Limiting it to the use of the person to whom issued is not
taking it away from him so that he is divested of his title
and possession, and does not therefore deprive him of his
property.

Nor was the court's opinion changed by the argument that
the ordinance prohibits the selling or giving away of street
railway transfer tickets without any limitation or restriction
and without any regard to tne place where issued or the time

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

when issued, so that if a person to whom a transfer had been
issued should sell or give it away at any time after the right
to use it had expired, or at any place, however distant, from
the place where it was authorized to be used, such person
would be subject to the penalties provided by the ordinance
for its violation.

Tracks Treated as Property of Company Using Them — Owner-
ship of Car and Division of Fares Immaterial — Car
Cleaning and Repairing May be Delegated.

Beckman . v. Meadville & Cambridge Springs Street Rail-
way Company, 67 Atlantic Reporter, 983. — The supreme court
of Pennsylvania says that the tracks at the point where the
plaintiff's husband was killed were the property of the Mead-
ville Traction Company, but were in joint use by that com-
pany and the defendant under a traffic agreement. For the
purposes of this case, therefore, they were to be considered
as the property of each in turn while in use by it.

Under the agreement the cars of the defendant were to be
cleaned and repaired by the traction company. Two cars of
the defendant had been delivered under this arrangement to
the traction company, which dismantled one of them, attached
it by chains to the other, and started both toward the car barn
for cleaning and repair. On the way the coupling chains
broke and the dismantled car ran on a down grade at increas-
ing speed until it collided with the car of the defendant on a
siding, in which latter car was the plaintiff's husband.

The fact that the colliding car was the property of the
defendant was immaterial. For the time being it was the
property of the traction company, having been delivered to it
for repair and not yet returned. Whether it was on its way
to the car barn for further work or for storage or for delivery
was not material. It had not been returned to the defendant,
but was still in the hands and under the control of the trac-
tion company, which for this purpose was an independent
contractor.

Cleaning and repairing cars was no part of the defendant's
franchise which could not be delegated. It was the ordinary
case of an independent mechanic receiving an article for re-
pair, and while in custody of it so using it as to injure another
person. If the traction company had hauled the car out to
the other end of its road for the repairs and the accident had
taken place there, where the defendant's cars did not run, no
question would have arisen as to the defendant's liability.
Yet the case was no different. Neither the ownership of the
colliding car nor the place of the accident had any relevancy
at all to the question of the defendant's liability.

The negligence, if any, from which the accident resulted
was, so far as the evidence showed, that of the workmen who
attached the dismantled car to the one drawing it. They were
the employes of the traction company. Some effort was made
to show that the defendant paid for their services, but the
evidence only went so far as to show that as between the
two companies the traction company was to repair and clean
the cars at cost, and that it therefore kept an account, among
other things, of the wages paid for such services, and the
defendant paid on that basis. The workmen themselves were
employed, controlled and discharged by the traction company
and were in no sense coemployes of the defendant.

Another effort was made to hold the defendant liable on
the ground that by the agreement it paid the traction company
2% cents for every passenger it carried over the latter's lines,
and therefore when the plaintiff's husband paid his fare there
arose a joint obligation of both companies for his safe car-
riage. But there was no basis for such claim. The defendant
under the agreement was a lessee of running rights over the
traction company's tracks, and the division of fares was only
a method of estimating the rental to be paid. The traction
company remained in the sole ownership and control of the
road, and the defendant no more entered into a joint liability
by that arrangement than any other tenant by an agreement

to pay rent to his landlord. The class of cases arising from
accidents caused by defective roadbed running regulations,
etc., for which the joint users of the road are equally liable to
their passengers, had no applicability to the facts of the pres-
ent case.

Summing up the whole case, briefly, it showed the de-
fendant using what must be treated as its own track, lawfully
and without negligence, and having its passenger killed by
the act of a third party, over whom it had no control, and for
whose action it was in no wise responsible. The presumption
of negligence arising from the death of a passenger by col-
lision having been fully rebutted, and there being no evidence
to show negligence in fact, a verdict should have been di-
rected for the defendant.

Rights of Passenger Carried Beyond Destination and Injured
After Leaving Car with Advice of Conductor.

Stevens v. Kansas City Elevated Railway Company, 105
Southwestern Reporter, 26. — The Kansas City court of appeals
holds that if the plaintiff informed the conductor of the place
where she wished to depart, the place thus designated being
a regular station, it became the duty of the conductor to stop
the car at that place, call its name or otherwise notify her
that she had reached it, and to hold the car a reasonably suffi-
cient time for her to leave it in safety. The relation of pas-
senger and carrier does not cease until the carrier transports
the passenger to his destination, and affords him a reasonable
opportunity to alight in safety from the vehicle.

Where the passenger is induced to forego the right to be
carried to his destination by the representation that he can
reach it in safety by following proffered directions, he is justi-
fied in relying on the superior knowledge of the trainmen, and
should not be held to have abandoned his contract right to be
carried to his destination, and there permitted to alight in
safety. Constructively he remains a passenger until he
reaches that point, and is entitled to recover for any injuries
he may sustain from following the negligent directions he re-
ceived from the carrier's servants. The directions being
given by the conductor in an attempt to perform the contract
of the carrier are within the scope of his employment, and
bind the carrier to answer in damages for the injuries caused
by them.

If. however, the plaintiff failed to give timely notice of
her intended destination, and when the car stopped at that
point to permit passengers to alight remained in her seat, she
was not entitled to recover from the fact that the conductor
afterward negligently directed her relative to the best way
to reach her destination. The court does not agree with
counsel for the defendant in the proposition that, when the
car left that point, she had ceased to become a passenger,
and the defendant owed her no contractual duty. The fare
she paid entitled her to ride to the end of the line if she
chose. On receiving timely notice from her, it was the duty
of the defendant to stop at any regular station and give her a
reasonable opportunity to alight. If she failed to give such
notice and was carried past the point where she intended to
stop, that was her fault, and, although she still continued to
be a passenger until she left the car, the defendant owed her
no duty to carry her back to her destination under the con-
tract then in force. If she decided to leave the car at the
next stopping place and return afoot, the defendant would be
in no wise responsible for the consequences of such decision,
and when it stopped the car and permitted her to alight it
fully discharged its contractual duty, and, from the instant she
stepped in safety to the street she ceased to be a passenger.
In stepping to the street, under such an hypothesis of facts,
the plaintiff voluntarily abandoned her status as passenger
and thereafter she could follow the advice or directions the
conductor had given her, or proceed in any other way, but in
either event the defendant should not be held responsible
for her future mishaps.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

News of the Week

Car Operated Through Hoboken Tunnel.

One of the new steel cars which will be operated through
the Hudson Companies' tunnel under the Hudson river made
the first complete trip from Morton street. Manhattan, to
Hoboken. X. J., on December 28. E. M. Hedley. superin-
tendent of the Hudson River Tunnel Company, acted as motor-
man and a number of officials and engineers made up the
party.

Strike on the Local Lines of the Indiana Union Traction Com-
pany.

A strike was declared on January 1 by the motormen and
conductors employed on the local lines of the Indiana Union
Traction Company at Anderson and Muncie, Ind., who are
members of the Amalgamated Association of Street and Elec-
tric Railway Employes. From reports it seems that the men's
reason for the strike is that the company on December 31
signed a 3-year wage contract with the Brotherhood of Inter-
urban Trainmen, of which most of the company's trainmen are
members, instead of with the Amalgamated association. Mem-
bers of the Amalgamated association presented an ultimatum
to the company on Monday threatening a strike if the contract
with their association was not signed by 6 p. m. The sched-
ules provided for in the two contracts are said to be prac-
tically the same. General Manager H. A. Nicholl replied that
he had signed a contract with the brotherhood as representing
the majority of the employes and that no reduction of wages
for either interurban or local men was contemplated.

Strikebreakers from Chicago were placed on the cars in
Muncie and Anderson on Tuesday when the men walked out.
This action was followed by a riot at Muncie on Tuesday
afternoon. The men on the cars were attacked by a stone-
throwing mob of strikers and sympathizers and retaliated by
shooting. Two bystanders were shot, a street car was de-
molished and an interurban car was badly damaged. Several
persons received injuries. The rioting did not cease until
every car was sent to the barns.

On Thursday, when the company again attempted to run
cars, the rioting was resumed and the cars had to be taken
back to the barns. On Friday morning two cars were wrecked
by the strikers. As we go to press we are advised by tele-
graph that four companies of the Indiana militia are assem-
bled at Indianapolis and four others are waiting outside of the
city, having been summoned by Governor Hanly, who awaits
word from Adjutant-General Perry before sending them to
Muncie. Cars are running at Muncie under police protection,
but the company has cars lined up at Indianapolis ready to
transport the soldiers to Muncie at a moment's notice if neces-
sary.

To Discuss Form of Annual Report. — The Ontario Railway
and Municipal Board has fixed January 21 as the date upon
which it will receive a deputation of Ontario members of the
Canadian Street Railway Association for the purpose of dis-
cussing objections to the form of the annual reports required
by the board.

American Institute of Electrical Engineers. — A meeting of
the Worcester Polytechnic Institute section of the American
Institute of Electrical Engineers was held at Worcester, Mass.,
on January 3. J. A. Sandford, Jr., addressed the meeting on
the subject of "Requirements, Manufacture and Present Good
Usage of Porcelain Insulators for High-Voltage Lines."

Recent Accidents. — About twenty persons are said to
have been injured in a head-on collision on December 28, be-
tween two cars of the Eastern Pennsylvania Railways Com-
pany on the line between Tamaqua and Lansford. The
accident occurred on a single-track line shortly after midnight
during a heavy fog. which prevented the motormen from
seeing the cars until too late.

Railway Signal Association. — A regular meeting of the
Railway Signal Association will be held at New York. N. Y.
(Engineering Societies building. Room No. 6), on January 14,
beginning at 10 a. m. The programme includes discussion of
the reports of the committees on "Automatic Block Signals"
and on "Electric Interlocking" and a paper by F. R. Cook on
"Economical Operation of Electric Signals and Care and Main-
tenance of Storage Batteries in Signal Work."

New York Commission to Continue Investigation. — Chair-
man Willcox of the New York public service commission has
announced that the commission will continue at an early date

its investigations into the financial affairs of the
transit lines of the city. The commission al o propo
turn its attention to the new East Side subway, the removal
of the New York Central tracks from Eleventh avenue, the
building of future subways and bearings on service orders.

Decision Favors Dallas, Tex., Students. — Judge Tucker
of the district court, at Dallas, Tex., has rendered a decision
in favor of college' students, who brought suit to compel the
Dallas Consolidated Electric Street Railway to issue half-
Eare tickets. The court holds thai the act of the legi
of 1903, requiring street railway companies to issue half-
fare transportation in certain cases to students not ovet i i
is still in force, and ili.H it was not repealed by
the anti-free pass law of the thirtieth legislature. The court
also holds that the word "grades," as used in the act of L903,
refers to the students and not to the school.

Electrification of Sarnia Tunnel Nearing Completion. —
The power house, overhead construction, track bonding and
practically all other work in connection with the electrification
of the Sarnia-Port Huron tunnel of the Grand Trunk under
the St. Clair river has been completed and three of the elec-
tric locomotives have been received. A preliminary test of
the electrical equipment was made during the latter part of
last month and it is expected that regular operation of trains
through the tunnel by electric locomotives will be commenced
in a few weeks. The power station units are two 1.250-kilo-
watt Parsons turbine generators to furnish single-phase cur-
rent at 3,300 volts potential direct' to the trolley.

No-Seat No-Fare Hearing. — Six cases selected by the coun-
cil for the city of Jersey City. N. J., to test the no-seat no-fare
ordinance recently upheld by the state supreme court were
heard before a police justice on December 30. The North Jer-
sey Street Railway, against which the cases were brought, was
represented by Col. E. W. Hine. assistant to the president, and
William D. Edwards, of counsel. Several witnesses for the
city testified that they had boarded the company's cars, leav-
ing the Pennsylvania ferry terminal, and refused to pay fare
until given seats. They had been informed by the conductors
that no seats were available, but that they must pay fare or
leave the car. The cases were all postponed until the follow-
ing day, when the court aquitted the company in one case
and fined it $50 in another.

Oregon Electric Railway's New Line Opened. — Regular
service from Portland to Salem, Ore., was begun by this com-
pany on January 1, with the operation of one car a day be-
tween the terminals of the road. As rapidly as possible more
equipment will be provided and it is expected that by Febru-
ary 1 eight trains will be running in each direction daily.
There are nine regular passenger and freight stations, located
as follows: Portland. Multnomah, Tualatin. Tonquin, Wilson-
ville. Donal. West Woodburn, Waconda and Salem. A tem-
porary arrangement for fares based on the 3-cents-a-mile
basis has been announced with round-trip, commutation and
week-end tickets at reduced rates. The permanent schedule
of fares will be arranged as soon as the details incident to the
opening of the line have been worked out. Power for operat-
ing the road is obtained from the Portland Railway Light &
Power Company. The road, as completed, is 50 miles long.
It is proposed, however, to build during the coming year a
branch from Portland to Forest Grove, 26 miles long, and one
from Salem to Albany and Eugene, Ore., 68 miles long. It is
planned to have the Forest Grove branch completed by August
1 of this year.

Philadelphia Rapid Transit Company Refuses to Deal with
Union. — The strike which the employes of the Philadelphia
Rapid Transit Company threatened about two weeks ago has
not yet been declared and the general opinion in Philadelphia
seems to be that there will be no strike. Mayor Reyburn. at
the request of the Central Labor Union, has attempted to ar-
range for a conference between the officials of the company
and the union to discuss the demands of the men for an in-
crease in wages and better working conditions. The directors
held a meeting on December 26 and passed resolutions, which
were communicated by the mayor to the Central Labor Union,
to the effect that fhey deemed any conferences between the
company and the union inadvisable and unnecessary. The
directors stated that "the company has already exceeded its
abilities in remunerating its employes and any conference
could not possibly result in any benefit or change other than
enabling outside organizations to levy heavy contributions
upon them with no possible benefit in return. President
Mahon and other officers of the union have been in Phila-
delphia, but have not announced any decision to declare a
strike. A large number of strikebreakers in the employ of
John Farley are still quartered at Willow Grove Park in an-
ticipation of any trouble, but many of them have left the city.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

Traffic and Transportation

Advertise Service in Chicago.

Various electric railways in Chicago had advertisements
calling attention to their service in the statistical issues of
the daily newspapers published on December 31 or January 1.
The Chicago City Railway published full-page advertisements
headed "The city gets 55 per cent." Illustrations were given
of the new pay-as-you-enter cars with the date 1908, of horse
cars pulled through the snow in 1859 and of cable cars with
the date 1882. The advertisement was a statement of the
position of the company under its new ordinance and described
the advantages of the pay-as-you-enter plan and the new sys-
tem of car dispatching. The following shows the character
of the advertisement: "The Chicago City Railway Company
proposes to broad-base its future operations upon a degree of
public confidence and co-operation impossible in the past.
*.. * * The company holds that under its partnership agree-
ment with the city an unjust claim enforced against it is on a
par with the bogus judgment against the municipality. * * *
The City Railway is bending every effort to render travel on
its lines safe as well as comfortable. The life or limb of a
patron is neither an achievement nor an asset. On the con-
trary, it is a moral horror and a financial loss."

The advertisement of the South Side Elevated Railroad
contained a view of Kenwood junction. The Metropolitan
West Side Elevated Railway . advertised its accessibility to
factory sites. The Northwestern Elevated Railroad adver-
tised "Nearly 600 trains each way every 24 hours. The ex-
cellent transportation facilities offered by this line should
appeal to every prospective purchaser of a home."

Petition of Electric Railway for Joint Rates with Steam
Roads Denied.

The interstate commerce commission has rendered a
decision, through Commissioner James S. Harlan, denying
the petition of the Chicago & Milwaukee Electric Railroad to
have the Illinois Central Railroad and its controlled line, the
Yazoo & Mississippi Valley Railroad, establish through routes
and joint rates for the transportation of cabbages from points
on the electric road to stations on the steam road. The
report of the commission decides:

"Notwithstanding the fact that the issue, as made on the
pleadings, covers all points on the lines of both companies
and calls for joint through rates on general traffic, the testi-
mony on the hearing was directly solely to the need of the
complainant for an outlet to southern markets for the cabbage
product of that part of southern Wisconsin through which its
line passes and which seems to be devoted largely, if not
exclusively, to the production of cabbages.

"The application is contested by the principal defendants,
as well as by the Chicago & Northwestern Railway, which, on
the stipulation of the parties, intervened after the hearing and
became a party defendant, on the ground that the cabbage
district in question is already served by reasonable and satis-
factory through routes.

"Although it does some local freight business between
Evanston and Lake Bluff, the principal traffic enjoyed by the
complainant between those points is such as pertains to any
interurban street car company. But from Lake Bluff the
petitioner has constructed a branch line to Rockefeller, which
affords it a larger opportunity for conducting a general freight
traffic.

"The fact that the complainant has no refrigerator cars
of its own in which to move cabbages, if the through routes
desired are established by the commission, is not only ad-
mitted by the petitioner, but it also confesses that the commis-
sion would be unwarranted in compelling the establishment
of joint rates and through routes unless the Illinois Central
Railroad will voluntarily supply the necessary cars after the
routes and rates have been established, or unless the com-
plainant, as a matter of law, can compel it to do so. The
record indicates the unwillingness of that defendant to supply
the required empty cars to the complainant. And the com-
plainant meets that situation by maintaining that after the
through routes and joint rates have been established it will
have further redress against that defendant on the ground
that if the Illinois Central Railroad, notwithstanding the cus-
tom which requires the carrier having the long haul to supply
the cars, should refuse the complainant this privilege while
supplying cars under similar conditions to other small carriers,
its refusal would be an unjust and illegal discrimination that
could and ought to be corrected by this commission.

"The defendants insist that reasonable and satsifactory
through routes now exist over which the cabbage product of

the district described in the petition may readily and promptly
find an outlet to the desired markets in the south. The
complainant on the other hand denies that a reasonable and
satisfactory through route exists; and in this connection its
counsel puts an interpretation upon the provision of law under
which the commission is authorized to act in such cases that
has not heretofore been suggested. And counsel for the
complainant insists that the contention of the defendants that
'the territory through which the petitioner is operating is also
served by the Chicago & Northwestern Railway and that rea-
sonable and satisfactory rates (routes) now exist' is based
upon 'a perverted reading of the proviso' of that clause.
Counsel's own reading of it apparently is that there are no
reasonable and satisfactory routes because 'there is no joint
rate or through route from points on the petitioner's line to
points upon the line of the Illinois Central.' In other words,
his contention seems to be that it does not satisfy the require-
ments of the law if the neighborhood or territory, in which
the shipping community is and through which both lines run,
is already served by a reasonable and satisfactory through
route; but that the law means that if there are already no
reasonable and satisfactory through routes to the markets in
question from points on his line in that neighborhood or.
territory the commission has the authority to and must estab-
lish such through routes.

"We are unable to perceive the force of this suggestion.
It proceeds apparently on the theory that the sole object of
the provision above quoted was to afford a means by which
new lines, with the aid of the commission, may profitably
force their way into shipping districts built up and already
well and adequately served by older lines, and thus seize and
divide with the latter such traffic as may be offered for move-
ment. If that be the import of the clause in question, it is
too well concealed to be readily discernible. With the
development of the power of the commission to regulate rates
and to protect the public interests by readjusting them when
in excess of reasonableness and fairness, the need of compet-
ing lines becomes less vital to shipping communities whose
transportation facilities are already ample. And had the con-
gress intended thus to interfere in the competitive struggles
of carriers for traffic it cannot be doubted that its policy
would have been announced in more definite language. We
regard it as clear that the purpose of the clause was to afford
relief to shipping communities, and not to aid carriers to
acquire strategic advantages in their contests with one
another. While it may not be doubted that a railroad com-
pany is competent to file a complaint before us under the
clause in question and to demand an order establishing
through routes and joint rates with its connections, its right
to such relief is to be tested by the needs of the community
which it seeks thus to serve, and not by the fact that stations
on its line in such communities have not been accorded such
routes and rates by connecting lines.

"The only question therefore that remains to be con-
sidered is whether, in the language of the proviso, any
'reasonable or satisfactory through route exists' from the cab-
bage producing district described in the record to the southern
markets which the complainant desires to reach. Under all
the facts and circumstances disclosed upon this record, we
must hold that the district in question already enjoys the
advantages of reasonable and satisfactory through routes. A
freight receiving station in an agricultural community that
is close at hand to one farmer or producer must of necessity
be farther away from his next neighbor. And unless it be
that every farmer is entitled to have the rails run to his own
door a farming community that is required to haul its prod-
ucts no farther than three-quarters of a mile to a mile and a
half, as shown in this record, in order to reach the freight
receiving stations of well-established lines, must be held to
be reasonably well served. That the shipping district here
referred to has been well served by the Chicago & North-
western Railway is shown by the fact that it has enjoyed a
prosperity and growth beyond the average of concededly
prosperous farming communities.

"It is scarcely necessary to add that the apprehension of
counsel that the merits of complainant's contention may be
prejudiced or obscured by the fact that it is an electric line
is without foundation. The act makes no distinction between
railroads that are operated by electricity and those that use
steam: nor has the commission thought at any time to make
such distinction. Both are subject to the act when engaged
in interstate transporattion and are entitled to equal consider-
ation in any controversy before us. Moreover, progress in
the science of electricity and the rapid increase of new
devices for its application have led many practical railroad
men to think that we may be measurably near its general use
as the chief motive power in transportation. The complaint
must be dismissed, and it will be so ordered."

.January 4. 1908.

ELECTRIC RAILWAY REVIEW

Improvement in Service Ordered in New York. — The pub-
lic service commission, first district, has ordered the New York
City Railway to increase by 50 per cenl the number of cars
operated in Eighth avenue after midnight, and by 20 to 25
per cent the number at other hours. The New York City
Intorborough Company has been ordered to re-establish service
on the line in Aqueduct avenue, from One Hundred and Fifty-
fifth street to Kingsbridge road.

Change in Fares by Pittsburg Railways Company. — We
are advised by an official of the Pittsburg Railways Company
thai the change in fare on the night cars to Allegheny was
caused by the merging of Allegheny into Pittsburg, making
them one municipality. During the last year the Pennsyl-
vania legislature enacted a law providing that the street
railways in second-class cities should not charge over one
fare. Heretofore the Pittsburg Railways Company had been
charging double fare on night cars. This company is testing
this law in the supreme court at present, but believes it is
better policy to comply with the law than to have any dis-
turbances on the cars, until the decision of the supreme court
is rendered.

Reduction in Fares by Atlanta Northern Railway. — A vol-
untary reduction of 28.5 per cent in passenger fares has been
announced by the Georgia Railway & Electric Company on
the Atlanta Northern Railway, the subsidiary line which
operates between Atlanta and Marietta. The reduction was
effective as of January 1, 1908. Beginning that day family
commutation tickets were placed on sale. The reduced rate,
while not ordered, was submitted to the Georgia railroad
commission and received its hearty approval. The officials of
the company state that they put the rate into effect as an
experiment and have the permission of the board to dis-
continue it if in their opinion it is unsatisfactory. The
Atlanta Northern road was put into operation in 1905, on a
basis of two cents a mile, when the Western & Atlantic Rail-
road was charging three cents a mile. Some time after the
line was placed in regular operation a reduction in fares was
made and individual tickets, good for fifty-four trips, were
sold, making the fare between Marietta and Atlanta less than
a cent a mile. In the meantime the regular single-trip fare
remained the same. Now, however, the family commutation
ticket will permit practically evry patron to ride at about a
cent a mile.

Low Rate to Amusement Park Not Discriminative. — The
Indiana railroad commission has decided that the rates
charged by the Indiana Union Traction Company between
Indianapolis and Broad Ripple are not discriminative, as com-
plained by citizens of the latter town. The company charges
a 10-cent fare each way between Indianapolis and the town
of Broad Ripple, and also sells round-trip tickets from Indian-
apolis to the White City amusement park, located at Broad
Ripple, for 10 cents, with an extra charge of 10 cents for
admission to the park. The citizens claimed that it was dis-
crimination to require them to pay 20 cents for a trip to
Indianapolis and return while people from Indianapolis could
ride to the park and back for 10 cents. The commission says
"there is no well-founded objection to the round-trip fare
from the city to Broad Ripple park. The purpose of this
rate is to induce a flow of traffic from a city of over 200,000
inhabitants to a place of amusement and recreation. Such
a place well conducted is to be encouraged, as it furnishes an
additional point for recreation and rest for the residents of
congested districts in the city."

Construction News

Justice Davis of the New York supreme court has reserved
decision on the application of the New York City Railway to
vacate an order for the examination of its nine directors
before a referee. The order was obtained by Attorney-
General Jackson of New York state and the petition recited
that the appointment of receivers by the federal court was
brought about by collusion between the Pennsylvania Steel
Company, the Degnon Contracting Company of New Jersey
and the New York City Railway Company. In his argument
before the court Samuel Untermyer said: "The attorney-
general seeks to dissolve the corporation, upon the grounds
that the corporation has been insolvent for at least one year.
and he must show this to the satisfaction of the court. His
complaint, has no bearing on the issue, and he seeks to exam-
ine the directors on what we claim to be matters extraneous
to the main issue, which is whether or not this company has
been insolvent for more than a year."

A concrete dam 50 feet high and 400 feet long, containing
24,000 cubic yards of concrete, has just been completed for
the La Crosse Water Power Company at Hatfield, Wis. There
is to be installed a 16,000 horsepower electric transmission
plant covering a radius of 90 miles of territory.

FRANCHISES.

Bloomfield, N. J. — The Public Service Corporation of New
Jersey will soon make application for permission to double
track its line from Glenwood avenue, in Orange, to Bloomfield
Centre, N. J. The company also desires to extend its Orange
& Passaic Valley line from the present terminus at Bay avenue
to Brookdale and ultimately to Paterson, N. J.

Defiance, O. — K. V. Haymaker of Defiance, has secured a
25-year franchise for the operation of the proposed Detroit
Defiance & Ft. Wayne and the Defiance Paulding & Ft.
Wayne elctric lines through the city. The last-named road
owns eight miles of the old Wabash & Erie canal bank
and will be built from Detroit to Ft. Wayne by way of Wan-
seon, Lyons, Defiance, Paulding and New Haven, Ind. The
council also has granted a franchise to the Toledo Wabash &
St. Louis Electric Railroad in which C. D. Whitney and others,
of Toledo, O., are interested.

Millville, N. J. — A franchise has been granted to a Buffalo
syndicate for the construction of a 36-mile interurban railroad
from Millville to Ocean City, N. J. Right of way is said to
have been secured from the property owners along the pro-
posed route and construction may be started in the spring.
The names of those interested were not made public.

Streator, III. — The Illinois Traction System has officially
accepted the 50-year franchise granted by the city council
about a week ago for the Chicago Peoria & Ottawa Railway,
which is to be part of the system's line to Chicago.

TRACK AND ROADWAY.

Americus Railway & Light Company, Americus, Ga. —
It is announced that construction work on this company's
4-mile street railway system in Americus will be started some
time this month. A. N. Walker, of the South Carolina Public
Service Corporation, will superintend the work. (Mentioned
September 28, 1907.)

Atlanta, Ga. — Joel Hurt of Atlanta is said to be inter-
ested in a proposed interurban railway which will connect
Atlanta and Decatur, a suburb of Atlanta. The line will start
from a point near Hurt park and reach the city limits of
Atlanta over the extension of Ponce de Leon avenue. It is
stated that no definite plans have been laid, but the build-
ing of other lines by the new company radiating from Atlanta
is probable. The promoters are residents along the route or
are property owners in the vicinity of the proposed line.

Aurora, Mo. — Surveys for an interurban railway which
will connect Springfield and Joplin, Mo., have been made by
Henry L. Davis, city surveyor. (New road.)

Burlington, Ind. — It is reported that A. A. Newer of Bur-
lington, Ind., and others are interested in a project to build
an interurban line from Logansport to Frankfort, Ind., via
Burlington.

Charleston & Summerville Electric Railway, Charleston,
S. C. — This company, which has completed considerable
grading on its proposed line from Charleston to Summerville.
S. C, 27 miles, has been reorganized with the following
officers: President, Julius G. Hocke, 15 Whitehall street,
New York; secretary and treasurer, George Tupper, Summer-
ville; general counsel, St. Julien Grimke, Charleston. (Men-
tioned December 14, 1907.)

Clarkston, Wash. — A syndicate of Chicago men is said
to be planning the construction of a 40-mile electric line in
Washington, connecting Anatone, Asotin. Vineland, Clarkston
and Lewiston. It is stated that the syndicate will invest
about $1,500,000 and local capital is being sought to increase
the amount to $2,000,000. Committees have been appointed to
secure 25 per cent of the stock subscriptions from local
capital, no payment being required until the road is built and
in operation. Active construction work is promised as soon
as the local stock has been subscribed and will be finished in
two and one-half years. Surveys have been started from
Asotin to Anatone. 14 miles, with an elevation of 2,200 feet.
Frank McKean, chief engineer. (New road.)

Denver & Interurban Railway, Denver, Colo. — Announce-
ment is made of the formal opening of the Ft. Collins division
of this road on December 2S. when a party of officials of the
company and about 200 invited guests made the initial trip
over the line. It is stated that cars will now be operated
regularly over the four miles of city track now- completed in
Ft. Collins. Current is supplied by the Northern Colorado
Power Company at Lafayette, Colo. The road is owned by

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

the Colorado & Southern Railroad. Numerous extensions are
planned for 1908, among which are the equipping for electri-
cal operation of the Eldorado Springs (steam) Railway and
16*4 miles of extension from Denver to Louisville Junction,
the grading for which has been completed. H. W. Cowan is
chief engineer, Denver, Colo.

Evansville Henderson & Uniontown Traction Company,
Henderson, Ky. — It is reported that this company, which pro-
poses to begin construction in the spring on a line from Evans-
ville, Ind., to Henderson, Ky., has filed amended articles of
incorporation increasing the capital stock from $10,000 to
$100,000.

Indianapolis & Cairo Traction Company, Indianapolis,
Ind. — Charles McDermott, secretary of this company, writes
that this line has been surveyed from Indianapolis to Sullivan,
80 miles. Grading has been completed from near Robison to
OIney, 16 miles. When completed, the road will connect
Indianapolis and Cairo, 111., a total distance of 25S miles, and
will serve the following intermediate towns: Sullivan and
Robison, Ind., Olney, Fairfield, McLeansboro, Marion. Vienna,
and Mound City, 111. A. L. Hassler, president, 411 State Life
building, Indianapolis', Charles McDermott, secretary. (Men-
tioned December 28, 1907.)

Knoxville (Tenn.) Railway & Light Company. — Ford,
Bacon & Davis of New York, who has been engaged for the
past four years in rebuilding this company's entire system,
have completed the work and removed the construction forces
from the city. All of the track has been laid with 90-pound
rails.

Lake Erie Bowling Green & Napoleon Railway, Bowling
Green, O. — It is stated that this company is planning to extend
its line westward from Bowling Green to Tontogany, O.

Lancaster County Railway & Light Company, Lancaster,
Pa. — This company has installed a 1,500-horsepower engine
in its power station at Hebron, Pa.

Louisville & Interurban Railroad, Louisville. Ky. — Seven
miles of new track on the extension out the Bardstown road
from Louisville have been completed and placed in operation.
The entire extension, which will be 14 miles long, is expected
to be completed in the spring.

Monterey, Cal. — It is stated that financial arrangements
have been concluded for the construction of an electric rail-
way from Monterey to Carmel-by-the-Sea. Surveys are being
made by H. B. Fisher, chief engineer, San Jose, Cal. Frank
Powers, of the Carmel Development Company, San Francisco,
is interested in the new line. (New road.)

Olney, III. — At a meeting held in Olney on December 24,
a company was organized to build an electric line from Olney
to Mt. Carmel and Evansville, crossing the Wabash river at
Mt. Carmel.

Omaha & Council Bluffs Street Railway, Omaha, Neb. —
The extension of the Sherman avenue line of this company
from Thirty-sixth street and Ames avenue was opened on
December 24 to Forty-second street and Grand avenue. The
extension from Forty-fifth and Grant streets to the Deaf and
Dumb Institute was placed in operation on December 25.

Ontario West Shore Electric Railway, Goderich, Ont. —
This company which was formed to construct a railway
between Goderich and Kincardine, Ont., has asked the city of
Goderich to guarantee its bonds to the extent of $150,000.
The company is empowered to issue bonds to the extent of
$15,000 per mile of single track. — About 35 miles.

Pacific Electric Railway, Los Angeles, Cal. — It is expected
that the 8-mile extension which this company is building from
Los Nietos southeast to La Habra, will be completed and in
operation by June 1, 1908.

Paul Smith's Railroad. — The first electric railroad to
serve the Adirondacks region in New York state will be com-
pleted, it is stated, in about ten days, when the line recently
constructed between Clear Lake Junction and Paul Smith's
will be opened for traffic. The road is seven miles long, with
a grade of about 1 per cent, and lies through one of the finest
forests in the state of New York.

Peru, Ind. — Benjamin E. Wallace, James O. Cole, Jerome
Herff and Harry Masters, all of Peru, Ind., who organized a
company about two years ago for the construction of an
electric line from Peru to South Bend, Ind., by way of Roches-
ter, Argos and Plymouth, have interested Indianapolis capital-
ists in a revival of the project and it is said the company
will soon be incorporated. It is stated that the new line will
operate in connection with the Indianapolis and Peru branch
of the old Union Traction Company of Indiana line, now
leased and operated by the Indiana Union Traction Company.

Pittsburg Harmony Butler & Newcastle Railway, Pitts-
burg, Pa. — This company's bridge over Connoquenessing
Creek, near Ellwood City, Pa., which was under construction
was destroyed by high water last week. The loss in estimated
at $25,000. The destruction of the bridge will materially
delay the completion of the line from Pittsburg to Newcastle,
upon which work was well advanced. James Bryan, of Pitts-
burg, is chief engineer.

Portland Eugene & Eastern Railway, Portland, Ore. —
A. Welch, chief engineer and manager of this proposed 82-mile
electric line, writes that four miles of track have been laid
and the overhead construction completed in Eugene, since
January, 1907. The road traverses a very level country from
Eugene to Salem, Ore., by way of Springfield Junction, Albany
and Turner. Power for the operation of the completed por-
tion is being purchased from the Willamette Valley Company
at Eugene. A substation of 250-kilowatt capacity has been
built. Surveys have been completed for the entire distance,
82 miles, and grading will be started in the near future. J. O.
Storey, president: A. Welch, manager and chief engineer,
Portland, Ore. (Mentioned December 14, 1907.)

San Diego, Cal. — Construction work has been started on
the proposed electric railway from San Diego, to Delmar, Cal.
It is stated that this will form part of an extension which
the Pacific Electric Railway Company intends to build along
the coast to San Diego. W. H. Keller and C. H. Kirchoff, of
Los Angeles, obtained the franchise. (New road.)

Seattle, Wash. — K. Allenbaugh, Seattle, Wash., is reported
as saying that a new electric railway project is being con-
sidered by Seattle capitalists. As now planned the new road
is to be constructed from a point near Buckley, Wash., to the
Cowlitz pass, a distance of 56 miles, describing a semi-
circle around Mt. Rainier. The line will follow the course
of the White river from Buckley until it reaches the highest
point east of Mt. Rainier, from whence it will follow another
stream to the coal fields of Cowlitz pass, serving a rich mineral
and timber section.

Spokane & Newport Electric Railway. — Engineers are
surveying in this vicinity for this proposed road between
Spokane and Newport, Wash. It is stated that financial
backing has been secured and that construction work will be
started the coming year. Power for the operation of the
line will be obtained from Albani Falls, adjoining Newport
on the east. (New road.)

Tampa & Sulphur Springs Traction Company, Tampa,
Fla. — Ties and other material have arrived and work was
begun last week on the Michigan avenue extension of this
company's line to West Tampa.

Twin City Rapid Transit Company, Minneapolis, Minn. —
It is announced that an extensive programme of improvements
at Lake Minnetonka is now being planned, including the
electrification of the Minneapolis & St. Louis leased line from
Minneapolis to Tonka Bay. In order to complete the line a
short stretch of track will have to be built from Excelsior to
Manitou Junction. The grading is already completed. It is
stated that an amusement park and new boat and railway
terminals may be built at Tonka Bay.

Yakima Valley Transportation Company, North Yakima,
Wash. — The first car was operated over the line of this com-
pany on December 24 when A. J. Splawn, president, with a
party of officials and directors, made the run from West
Yakima Valley to the end of the line, about six miles west of
North Yakima, and return. Regular service on a half-hour
schedule was started on Christmas day. (Mentioned Novem-
ber 9, 1907.)

POWER HOUSES AND SUBSTATIONS.

Charleston (S. C.) Railway Gas & Electric Company. —
This company has recently made a number of important im-
provements at its Meetings street power plant, which supplies
current for all the city and commercial lights of Charleston
as well as the 41-mile railway line. An addition to the boiler
room 125 by 80 feet in area has recently been built, and
during the past month two additional 500-horsepower Bab-
cock & Wilcox double-deck boilers have been installed. The
boiler equipment now has a capacity of 7,500 horsepower and
provision has been made for an additional 2.000 horsepower.
A Deane duplex boiler feed pump has also been installed and
a new boiler feed tank of 50,000 gallons capacity has recently
been completed. The power house is favorably situated at
present for the receiving of fuel and plans are being formu-
lated for the installation of an automatic conveyor from the
storage yard to the boiler room.

Springfield (Mass.) Street Railway. — It is announced that
this company expects to complete the installation of a 2,000-
kilowatt generator and engine within the next few weeks.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

Personal Mention

Mr. A. G. Moser, general manager and purchasing agent
of the Ohillicothe (O.) Electric Railroad Light & Power Com-
pany, has resigned, effective on January 15.

Mr. Arthur .1. Gils, heretofore auditor of the Hudson
Valley Railway Company, with headquarters at Troy, N. Y.,
has been elected assistant secretary-treasurer of the com-
pany.

Mr. Louis H. Mountney, superintendent of the Lewistown
Milton & Watsontown Passenger Railway at Milton, Pa., has
been appointed superintendent of the Carbon Street Railway,
Mauch Chunk, Pa.

Mr. Martin Ackerman has been appointed superintendent
of the Youngstown & Ohio River Railroad Company, with
headquarters at Salem, O. Mr. Ackerman formerly was train-
master of the Lake Shore Electric Railway.

Mr. James J. Doyle has resigned as general superintend-
ent of the Eastern Ohio Traction Company at Gates Mills, O.,
and will be succeeded by Mr. Joseph Emery, with the title of.
superintendent of the Cleveland & Eastern division.

Mr. F. J. Marsh has been appointed superintendent of the
Cleveland & Garrettsville division of the Eastern Ohio Trac-
tion Company, with headquarters at Chagrin Falls, O., suc-
ceeding Mr. C. A. Denman, resigned. Mr. Marsh heretofore
has been dispatcher at Gates Mills.

Mr. S. B. Lucas has been appointed master mechanic
of the South Chicago City Railway and the Hammond Whiting
& East Chicago Electric Railway, with headquarters at South
Chicago, 111. Mr. Lucas formerly was division master mechanic
of the Indiana Union Traction Company at Muncie, Ind.

Mr. Levi Paxson, heretofore chief engineer of the Evans-
ville Princeton & Vincennes Interurban Railway, with head-
quarters at Ft. Branch, Ind., has been appointed electrical
engineer of the Evansville & Southern Indiana Traction Com-
pany at Evansville, Ind., with entire charge of power stations,
substations and overhead construction of the city and inter-
urban lines.

The express auditing department of the Illinois Traction
System was removed from Springfield to Champaign, III., on
January 1 and the work of that department has been con-
solidated with that of the general auditor's office. George
Ostemeier, who has been in charge of the express auditing,
has been appointed chief clerk to Traffic Manager B. R.
Stephens at Springfield.

Mr. Edwin M. Walker, formerly purchasing agent of the
Columbus Railway Light & Power Company, Columbus, Miss.,
has been appointed general manager of the Citizens' Railway
& Light Company, at Muscatine, la., succeeding Mr. H. J.
Clarke, resigned. Mr. A. L. Gillette, of the St. Paul (Minn.)
Gas & Electric Company, has been appointed general superin-
tendent of the company.

Mr. H. S. Potter, for the past three years superintendent
of the El Paso Electric Railway at El Paso, Tex., has been
appointed general superintendent in charge of both the rail-
way and lighting departments. Mr. George F. Morse of
Jacksonville, Fla., has been appointed to fill the new office
of superintendent of transportation and will assume charge
of the detail work hitherto looked after by Mr. Potter.

Mr. F. C. Crane, passenger and freight agent of the
Rochester & Eastern Rapid Railway, Rochester, N. Y., has
been appointed general passenger agent of the Eastern Penn-
sylvania Railway of Pottsville, Pa., under the operating man-
agement of J. G. White & Co. Mr. Crane's duties will be
particularly the improvement of summer resorts on the
Eastern Pennsylvania Railway system in Schuylkill county,
and the building up of the excursion business.

Mr. William E. Rolston, who recently was appointed
master mechanic of the Cleveland Southwestern & Columbus
Railway, with headquarters at Elyria, O., was born on March
23, 1870, at Toronto, Can., where he received a common school
education. In 1884 he removed to Streator, 111., where he at-
tended the high schools, finishing his technical education at
the Armour Institute of Technology. Chicago. In 1898 he was
appointed engineer in charge of the power station of the
Chicago General Railway, where he remained until 1900. when
he resigned to become chief engineer of the Dayton & Troy
Electric Railway, Dayton, O. He remained with this company
until 1906, serving successively as chief engineer, general
superintendent and master mechanic until his appointment a

few months later as superintendent of motive power for the

Canton division of the Northern Ohio Traction & Light Com-
pany. In November. I '.mm;, in- resigned to become division
superintendent of the Buffalo & Lake Erie Traction Companj
with headquarters at Fredonia. N. Y., where he has remained
until his present appointment with the Cleveland Southwestern
& Columbus Railway.

Mr. II. C. Donecker has recently been appointed to the
position of office manager of the American Street and Inter-
urban Railway Association. Mr. Donecker has had a number
of years of practical experience in various lines of street
railway work. He was first associated with the Lorain Steel
Company (then The Johnson Company) of Philadelphia and
Johnstown. Pa., during the years 1890 to 1894. He then be-
came connected with Hon. Tom L. Johnson, now mayor of
Cleveland, and his brother, Mr. Albert L. Johnson, in the
construction and operation of the Nassau Electric Railroad
of Brooklyn, N. Y. Leaving there early in 1899, he went west
with Mr. J. J. Coleman, who at that time assumed the general
managership of the newly formed St. Louis Transit Company,
Mr. Donecker remained with that company until late in 1900,
when he became connected with Col. Giles S. Allison, of the
Security Register Company of St. Louis, and remained
engaged in that work until the first of the year 1906, at
which time he entered the service of Ford, Bacon & Davis of
New York City, where his work has been almost entirely of a
statistical nature. Mr. Donecker's experience and his training
as a statistician will undoubtedly be of great value to the
association.

Col. Edwin Warren Hine, whose portrait is presented
herewith, on January 1 assumed the duties of secretary of
the Public Service Corporation of New Jersey, Newark, N. J.,

succeeding Mr. Fred-
erick Evans, resigned.
He retains his present
office as assistant to the
president, with the
especial function of
treating with the public
and meeting municipal
bodies. Colonel Hine
was born in Litchfield,
Conn., on March 17.
1854, and received his
early education at Ma-
honey Academy in Ohio.
His education was com-
pleted at the high school
of Washington, D. C.
After leaving school he
was engaged for a short
time in the stationery
business, but in 1874 he
located at Orange, N. J.,
and established a pros-
perous flour and feed
business. In 1S88 he
Col. Edwin Warren Hine. became interested in

the Harvey Steel Com-
pany and in the following year was made a director of the
company. From 187S to 1890 Colonel Hine actively engaged
in the politics of his locality, serving for eight years on the
Essex county board of chosen freeholders and for three years
as a director. From 1S87 to 1S90 he was sheriff of his county.
During the Spanish-American war he saw seven months of
service with the Seventh army corps stationed at Jackson-
ville, Fla., under the command of Maj.-Gen. Fitzhugh Lee.
His connection with street railway interests dates from 1887,
when he was one of the incorporators and directors of the
Orange Crosstown Railroad Company, now the Orange &
Passaic Valley Railway and a part of the Public Service Cor-
poration of New Jersey. In 1897 he and his associates,
Messrs. Chandler and Riker, organized the Westfield & Eliza-
beth Street Railroad Company, incorporated to build an elec-
tric line between Elizabeth and Plainfield, N. J., and opened
for traffic in 1899. This property, with the Plainfield Street
Railway, the Elizabeth Street Railway and the Rahway Elec-
tric Street companies afterward was merged under the name
of the Elizabeth Plainfield & Central Jersey Railway Com-
pany, of which Colonel Hine was treasurer and managing
director until its absorption by the Public Service Corpora-
tion. In January, 1904, he was appointed assistant to the
president of this company with supervision of the street rail-
way department, since which time his energies have been
successfully devoted to the harmonizing of the various depart-
ments of the company; and it is to his personal popularity
that the change in public sentiment from its former antagonis-
tic spirit to the present favorable attitude is attributed.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

Financial News

Blue Ridge Light & Power Company, Staunton, Va. — This
company has given a trust deed to J. M. Perry as trustee to
secure an issue of $100,000 of 10-year 6 per cent bonds.

Boston Suburban Electric Companies. — Announcement is
made that the trustees have voted to defer the declaration of
the dividend usually paid in January on the preferred stock.

Buffalo & Lake Erie Traction Company, Buffalo, N. Y. —
This company has issued $250,000 additional first refunding
mortagage bonds making a total outstanding of $4,755,000.

Charleston & Summerville Electric Railway, Charleston,
S. C. — A syndicate has acquired the holdings of A. J. Warner
and Ogden Edwards, the president, and the following new
officers have been elected: President, Julius G. Hoeke; secre-
tary and treasurer, George Tupper: general counsel, Julien
Grimke. The foregoing and F. S. Wright and W. O. Sprigg
have been elected directors.

Massachusetts Electric Companies, Boston. — Gordon Ab-
bott, the president, in response to questions submitted by
shareholders at the annual meeting in Boston on December 18,
said that the trustees will not declare a scrip dividend repre-
senting back dividends until the corporation is in a position
to resume the payment of dividends at the regular rate of 4
per cent annually. He added: "The Massachusetts Electric
Companies in the last fiscal year received about $880,000 in
dividends from its subsidiary companies. If the subsidiary
companies had been able to sell an issue of $750,000 bonds
authorized by the railroad commission the trustees would have
been in a position to have declared a dividend on Massachu-
setts Electric preferred shares this fall. As a sale of these
bonds was impossible under the financial conditions then pre-
vailing, the trustees thought it wise to loan the money re-
ceived in dividends from subsidiary companies back to them.
This money will of course come back to the holding company
when the subsidiary companies are able to dispose of their
bonds. The trustees had to decide whether to pay the divi-
dends on Massachusetts Electric preferred stock or stop work
on the additions and improvements on the subsidiary com-
panies, and we choose to continue the improvement of our
property and defer the resumption of dividends."

Oregon Electric Railway. — The following new officers have
been elected: President, George B. Moffatt of Moffatt &
White, Xew York; vice-president and general manager, Guy
W. Talbot: secretary, George F. Nevins, who will also be
traffic manager and auditor: assistant secretary, A. E. God-
dard; treasurer, H. W. Brower; assistant treasurer, Fred B.
Reed; superintendent, C. A. Coolidge; general counsel, R. B.
Moffatt. New York; counsel, Carey & Kerr, Portland; chief
dispatcher, C. J. Phillipp; chief surgeon, Dr. Ernest Tucker;
electrical engineer, H. Milliken; roadmaster, F. W. Prahl:
master mechanic, W. O. Fragmeier. The following directors
have been elected: Charles M. Pratt, A. C. Bedford, George
Barclay Moffatt, William A. White and Sidney Z. Mitchell, all
of New York, and Guy W. Talbot and B. Cookingham of Port-
land.

Third Avenue Railroad, New York. — Kuhn, Loeb & Co. of
New York have offered to purchase at face value, from Janu-
ary 2 to February 29, 1908, at the Central Trust Company,
New York, the semi-annual interest coupons due on January 1,
1908, from such of the first consolidated mortgage 4 per cent
bonds as may be deposited with the Central Trust Company
under the bondholders' agreement. In a letter dated Decem-
ber 27, 1907, and addressed to J. N. Wallace, chairman of the
bondholders' committee, Kuhn, Loeb & Co. say: "It is appar-
ent that the Third Avenue Railroad Company is likely to de-
fault in the payment of the interest due January 1 next upon
its first consolidated mortgage 4 per cent gold bonds, and that
the bondholders' committee, of which you are chairman, will
not, by that date, have completed its examination of the affairs
of the company, the results of which examination must be
known before the bondholders can form an intelligent judg-
ment as to the value of their security and before your commit-
tee can consider any plan for the rehabilitation of the bonds.
We have accordingly determined, inasmuch as most of the
bonds of the above issue were placed by us — at a time when
the bonds were universally considered to be investments of
the highest rank — to offer to purchase at its face value the
January 1, 1908, semi-annual interest coupon from all bonds
deposited with your committee before the first day of March
next. We are making this offer in order that bondholders
may not suffer for lack of opportunity for full investigation
and in order that through our purchase of the January coupon
bondholders may receive their income until the condition of

the property is ascertained by the examination now being
made on behalf of your committee." There are outstanding
$."7,560,000 of these bonds, which are part of an authorized
issue of $50,000,000, the remaining $12,440,000 being reserved
to take up various prior liens. In December, 1900, Kuhn,
Loeb & Co. placed most of the bonds, which were sold at 104%
and accrued interest. They have sold recently at 49%. At
the time the bonds were brought out there was an equity be-
hind them of $100,000,000, on the basis of market prices then
ruling. In a letter addressed to the bankers at the time, H. H.
Vreeland. president of the Third Avenue Railroad and the
Metropolitan Street Railway, said in part: "It is estimated
that after the completion of the electric equipment now in
progress, and with the advantages and economies resulting
from the close connection with the Metropolitan Street Rail-
way, the annual net earnings of the Third Avenue company
will be at least $3,000,000, which, together with the surplus
earnings of the Metropolitan company (after deducting its own
fixed charges), on the basis of the results of the last fiscal
year, would provide net earnings of nearly $6,500,000 to meet
fixed charges amounting to about $2,000,000 in all, inclusive
of the issue of the new 4 per cent bonds. The Metropolitan
Street Railway guarantees unconditionally by indorsement the
principal and interest of the Third Avenue Railroad 4 per
cent bonds."

Worcester (Mass.) Consolidated Street Railway. — The
Massachusetts railroad commission has been asked to rescind
the orders issued October 25, 1901, and August 5, 1902, approv-
ing the sale of $445,000 and $350,000 stock, respectively, at
$116 per share, and to substitute a new order for the issue of
a like amount at such reduced market price as the directors
may determine.

ELECTRIC RAILWAY EARNINGS.

Kansas City Railway & Light Company.

November— 1907. 1906.

Gross earnings $518,423.98 $466,219.71

Operating expenses 276,029.80 230,387.96

Net earnings 242,394.18 235,831.75

Interest and taxes 151,098.72 145,529.41

Net income 91,295.46 90,302.34

June 1 to November 30— 1907. 1906.

Gross earnings $3,166,071.51 $2,872,989.32

Operating expenses 1,620,217.65 1,414,619.95

Net earnings 1,545,853.86 1,458,369.37

Interest and taxes 924,564.83 869,723.83

Net income 621,289.03 588,645.54

Twin City Rapid Transit Company.

November— 1907. 1906.

Total earnings $497,428.50 $458,637.13

Total operating expense 264,410.14 224,969.27

Net earnings 233,018,36 233,667.86

Total deductions 131,141.65 117,258.32

Net income 101,876.71 116,409.54

January 1 to November 30— 1907. 1906.

Total earnings $5,552,879.02 $5,149,895.88

Total operating expense 2,700,433.90 2,402,454.66

Net earnings 2,852,445.12 2,747,441.22

Total deductions 1,300,525.01 1,236,169.45

Net income 1,551,920.11 1,511,271.77

Dividends Declared.

Aurora Elgin & Chicago, common, quarterly, three-fourths
of 1 per cent; preferred quarterly, 1% per cent.

Bangor (Me.) Railway & Electric Company, quarterly, 1%
per cent.

Boston & Worcester Electric Companies, preferred, $2.00.

Capital Traction Company, Washington, D. C, quarterly,
iy z per cent.

Citizens' Electric Street Railway, Newburyport, Mass.,
2Y 2 per cent.

City Railway, Dayton, O., common, quarterly, 1% per cent;
preferred, quarterly, 1% per cent.

Columbus Newark & Zanesville Electric Railway, Newark,
O., preferred, quarterly, 1% per cent.

Consolidated Traction Company, Newark, N. J., 2 per cent.

Forest City Railway, Cleveland, O., quarterly, 1% per cent.

Holyoke (Mass.) Street Railway, 4 per cent.

Rochester (N. Y.) Railway, preferred, quarterly, 1*4 per
cent.

Syracuse (N. Y.) Rapid Transit Company, preferred,
quarterly, 1% per cent.

United Railways, St. Louis, preferred, quarterly, 1% per
cent.

Utica & Mohawk Valley Railway. Utica, N. Y., preferred,
quarterly, 1% per cent.

Washington Alexandria & Mt. Vernon Railway, Washing-
ton, D. C, 1 per cent.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

Manufactures and Supplies

ROLLING STOCK.

Indiana Union Traction Company, Anderson, Intl.. is .said
to be considering the purchase of six now cars.

Little Rock & Pine Bluff Traction Company, Little Rock,
Ark., has placed an order with the Jewett Car Company for
six or eight interurban cars.

SHOPS AND BUILDINGS.

Belton & Temple Traction Company, Temple, Tex. — This
company is doubling the capacity of its car house at Midway
Park and is also building a shop and repair building.

Joplin & Pittsburg Railway, Joplin, Mo. — This company
will erect a brick car house, 63 by 293 feet, according to plans
prepared by A. C. Michaelis, Miners' Bank building, Joplin.
Fred Deiter has been awarded the contract.

Louisville & Northern Railway & Lighting Company, New
Albany, Ind. — The Vincennes street station is being torn down
and a new one will be built by the company on Market street.

Mobile (Ala.) Light & Railroad Company will build a fire-
proof car house with a capacity for 75 cars.

TRADE NOTES.

Pressed Steel Car Company during 1907 received orders
for 82 cars for elevated and subway service, 10 of which were
for export.

J. G. White & Co., Incorporated, New York, has declared
the regular quarterly dividend of iy 2 per cent on the preferred
stock, payable January 2.

Carnegie Steel Company's district office in the Candler
building. Atlanta, Ga.. on January 1. was removed to the
Woodward building. Birmingham, Ala. F. A. Dilworth is
manager of sales.

Bayly Manufacturing Company, Milwaukee, Wis., has re-
ceived the order for the heating, ventilating and drying ap-
paratus to be installed in the Grand Trunk's new shops at
Battle Creek, Mich.

A. M. Hewlett, president of the Western Tube Company,
Kewanee, 111., suffered a stroke of paralysis on December 18
and died at his home in Kewanee on December 20. Mr. Hew-
litt was about 55 years old and had been connected with the
company for 20 years.

Electric Storage Battery Company, Philadelphia, Pa., has
declared a dividend of 1% per cent on both the preferred
and common stocks of the company payable on January 2 to
stockholders of record December 2S.

American Locomotive Company, Xew York, has declared
the regular quarterly dividend of 1% per cent on the pre-
ferred stock, payable on January 21, and IVi per cent on the
common stock, payable on February 26.

New England Trolley Wheel Company, Chicopee, Mass.,
has been incorporated with a capital stock of $50,000. Louis
J. Tetlow is president and Michael I. Shea treasurer and
clerk, both of Chicopee Falls.

Peter Smith Heater Company, Detroit, Mich., announces
that the Electric Service Supplies Company will not repre-
sent it after January 1, 1908. The sales department of the
Smith company will be looked after in the future from the
Detroit office.

General Fireproofing Company, Youngstown, O.. reports
the following as among the recent sales of Trussit: One for
roofing the car houses of the Waterloo Cedar Falls & North-
ern Railway at Cedar Falls. la., and one for the entire plant
of the Rio de Janeiro Tramway Light & Power Company of
Rio de Janeiro, Brazil. The latter shipment will be erected
by the Riter-Conley Manufacturing Company of Pittsburg.

Transportation Equipment Company, 1133 Broadway. Xew
York City, has recently been incorporated with a capital stock
of $25,000 for the purpose of manufacturing the Tec register-
ing fare box which is especially adapted for use on the pay-
as-you-enter type of car. The president of the company is
H. W. Brown, controller of the Xew York City Railway;
secretary and treasurer. Robert C. Adams. The shops of the
company are on West Twenty-seventh street. Xew York City.

J. W. Ager, up to now electrical aide in the bureau of
yards and docks. United States navy department, has resigned
his government position to enter the employ of Muralt & Co.,

engineers, 111 Liberty street, New York, as manager of their
southern office in the Title Cuarantee building, Birmingham,
Ala. Mr. Ager is a graduate of Columbia, where he took the
degree of M. E. in Bin::, and ot the Massachusetts institute of
Technology, when- he obtained the K. K. degree in I'.t'il. He
then was engineer with the Western Electric Company, New-
York, during 1905 and 1906, and has been in the service of
the United States navy department from 19m; until now. He
was last identified with the engineering and construction work
being carried out in connection with the movement to con-
solidate the power plants in the various United States navy
yards. Muralt & Co. have obtained several municipal and gov-
ernment contracts in the southern territory and Mr. Ager will
undoubtedly prove a very valuable acquisition for them.

Power Specialty Company, 111 Broadway. Xew York,
manufacturer of the Foster patented steam superheater, states
that notwithstanding the business depression which has been
experienced during the past few months, it has entered a
large number of important contracts since the first of Sep-
tember, and that its business for 1907 shows a very gratifying
increase in volume over any previous year. Present indica-
tions in the way of renewed inquiries and resumption of nego-
tiations temporarily suspended, point to the closing of a large
amount of business within the next few months. Among
many contracts which have been secured since the date men-
tioned the following are given: Alabama White Marble Com-
pany, 600 horsepower in Wickes boilers; Babcock & Wilcox
Company, for Pensacola navy yard, 1,600 horsepower in
Babcock & Wilcox boilers; United Shoe Machinery Company,
1,032 horsepower in Babcock & Wilcox boilers; Clark Thread
Company, Newark, N. J., 2,500 horsepower in Stirling boilers;
American Railway Company, 838 horsepower in Stirling
boilers; Louisville & Eastern Railroad, 600 horsepower in
Heine boilers; Schlitz Brewing Company, 2,000 horsepower
in Edge Moor boilers; Anheuser-Busch Brewing Company,
2,000 horsepower in Heine boilers; Tonawanda Board & Paper
Company, 900 horsepower in return tubular boilers.

Westinghouse Machine Company has made public the
following plan whereby the receivership may be dissolved,
and the business of the company restored to the stockholders:
The company shall issue 3-year 6 per cent notes for its exist-
ing indebtedness. These notes are to be secured by the com-
pany's bonds at 85 per cent of their face value as collateral,
and are to be in denominations of $500 or multiples thereof.
Claims of less than $1,000 are to be paid in cash. On claims
exceeding $1,000 the creditor will receive 3-year 6 per cent
notes to the amount of the nearest multiple of $500 that is not
in excess of the claim, the balance being paid in cash. It is
further agreed that the company shall not pay a dividend to
its stockholders until provision has been made for the payment
of all the notes outstanding. A copy of the plan and agree-
ment is being sent to each creditor, with a letter from the
creditors' committee and from the receivers urging its accept-
ance, and also a letter from George Westinghouse. president,
signifying the Westinghouse Machine Company's concurrence
and approval. There seems to be no doubt that the plan will
be successful. Following are the members of the creditors'
committee: Wilson A. Shaw, president Bank of Pittsburg;
Robert Wardrop, president People's Xational Bank; H. C.
Bughman. president Second Xational Bank: James C. Chaplin,
vice-president Colonial Trust Company; B. B. Mellon, vice-
president Mellon Xational Bank, all of Pittsburg; Horace E.
Smith. Philadelphia: Frederick S. Moseley, Boston; Frederick
D. Underwood and John F. Wallace, both of Xew York.

ADVERTISING LITERATURE.

Dayton Manufacturing Company, Dayton, O. — Catalogue
Xo. 143 illustrates and describes Eckert water and dry car
closets.

Fairbanks. Morse & Co., Chicago, III. — An attractive little
booklet in colors descriptive of Sheffield motor cars and gaso-
line locomotives has just been issued.

Goheen Manufacturing Company, Canton, O. — Zevy's en-
gineers' contract book, a very useful and complete publication,
is distributed with this company's compliments.

McConway <£. Torley Company, Pittsburg, Pa. — A newly
issued catalogue sets forth the advantages of the Janney
M. C. B. coupler with radial movement for interurban and
other electric cars.

American Carbon & Battery Company, East St. Louis,
III. — A handsome wall calendar with embossed art subject
calls attention to this company's line of carbon products and
porcelain insulators.

A. Buch's Sons & Co.. Elizabethtown, Pa. — Catalogue G-6
is descriptive of the Eagle steel park swings, manufactured
by this company. These are now in use in many of the lead-

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

ing parks of electric railways. Steel swings of other types
are also described and illustrated in the pamphlet. Catalogue
B-6 illustrates and describes the Keystone land roller, which is
particularly designed for leveling parks, golf grounds, lawns,
etc.

The Arnold Company, Chicago, III. — One of a series of
illustrated postcards shows the progress made to December
in the construction of the Grand Trunk's locomotive repair
shop at Battle Creek, Mich., which is under supervision of
this company.

The J. G. Brill Company, Philadelphia, Pa. — The last num-
ber of Brill's Magazine has for its leading article an interesting
description of the pay-as-you-enter cars for the New York
City Railway Company. The article is illustrated by a num-
ber of halftones.

Niles Car & Manufacturing Company, Niles, Ohio. — A
large and attractive catalogue of this company's most recent
products has been issued by the sales agents, .1. A. Hanna
Company, 312 Electric Building, Cleveland, O. A number of
fine illustrations are used effectively, and the book is enclosed
in handsome embossed covers.

Technical Literature Company, 220 Broadway, New York,
N. Y. — The monthly magazine of technical information here-
tofore know-n as Technical Literature has been changed to
the Engineering Digest. The change was made owing to a
somewhat general misunderstanding by technical readers as
to the nature of the contents. The policy of the magazine
will not be altered.

General Electric Company, Schenectady, N. Y. — Recent
publications include Bulletin No. 4550, which describes a num-
ber of the company's well-known line of carbon break circuit-
breakers. The bulletin also contains descriptions of auxiliary
switches, automatic tripping devices, etc., to be used with the
circuit-breakers, and gives complete data as to capacities,
prices and dimensions of the devices shown. It contains 36
pages and is conveniently arranged for reference. — Bulletin
No. 4531 illustrates and describes various types of Thompson
horizontal edgewise instruments for switchboard service, in-
cluding ammeters, voltmeters, single-phase wattmeters, poly-
phase, wattmeters, frequency indicators and power factor in-
dicators.

consumption, have now been lowered very near to the mini-
mum, and giving due consideration to the large balance now
in our favor in our commerce with foreign nations, and to the
well-distributed revenues from our exceptionally large agri-
cultural products, cannot fail to create an early demand for
new machinery and auxiliary equipment.

"The outlook is therefore distinctly encouraging."

BUSINESS CONDITIONS.

President W. H. Whiteside of the Allis-Chalmers Com-
pany in a recent interview thus expressed his views of the
present business conditions: "It is daily becoming more ap-
parent that the general business of the country has not been
so seriously injured by the recent sudden financial depression
as the public has been inclined to believe. And I am firmly of
the opinion that the thing now most necessary is to. loosen
the chains of conservatism and give courage an opportunity
to assert itself and make advances consistent with the gen-
eral prosperous conditions and well-distributed resources of
the country. As the production and use of basic machinery,
such as prime movers for the generation of power, is a very
potent and a leading factor in our commercial activities, very
naturally it is one of the first lines of business to be affected
when the pendulum swings from optimism to pessimism, and
likewise the first to feel the effect when the change in senti-
ment again manifests itself. The number and character of
inquiries which our offices located in the principal commercial
centers of the country have recently been receiving convinc-
ingly demonstrate a return of confidence, and bear evidence
that not only a diversified, but a large volume of business
will be offering ere the middle of the first quarter of 190S has
been passed.

"Until within a few months manufacturers everywhere
in the United States found themselves urgently in need of
increased facilities for carrying on their own business, and
when they are again called upon to supply the normal demands
of business, and to replenish stocks in the hands of jobbers
and retailers, many of which are now nearing the point of
depletion, they must, of necessity, again work their plants to
the full of their present capacities, and add increased machin-
ery equipment, the plans for which in numerous instances are
already well matured.

"The railroads of the country, whose policy of retrench-
ment has continued for approximately a year, notwithstanding
the largest offerings of traffic, with resultant increased earn-
ings, in their entire history, must shortly be compelled to
again enter the market and make large expenditures for
renewals, including train equipment, steel rails and general
supplies. This, coupled with the approaching need for the
renewal of stocks of metal employed in all branches of in-
dustry, which, through shut downs of furnaces and smelters
and the continued use of iron, steel and copper for current

A MEANS FOR TRAFFIC DEVELOPMENT.

In connection with the interest aroused in the promotion
of traffic by the recent discussions before the various associa-
tions of street and interurban railway men there is another
subject which is closely related and which should receive
careful attention. This is the subject of electric railway
advertising.

Aside from the wide field of activity of the energetic
traffic manager, a field with which every electric railway man
is more or less familiar there is a still wider field which may
aptly be termed the "field of individual traffic," which in a
great majority of cases has remained untouched or at best has
been little more than scratched. It includes a class of traffic
that it is impossible for the traffic department to reach through
personal work, but which will respond readily to properly
directed advertising and which is highly desirable and profit-
able, since it can be handled very largely on regular cars and
trains and at regular rates of fare.

The methods to be adopted to reach and interest this
class of travel will, of course, vary in individual cases, it
being necessary to study operating and other local conditions,
as well as the character of the territory served before the
extent and character of the advertising to be undertaken can
be determined. The fact remains, however, that there are few
roads, either interurban or city, that could not be benefited by
a judicious use of printer's ink.

In the case of the interurban road a wide field for develop-
ment is presented by the natural desire on the part of people
living in the country to visit and take an ever-increasing part
in the activities of the larger towns and cities, and the in-
clination of the city dweller to spend more of his time in the
woods and open country away from his usual haunts. The
growth of the vacation habit and the increasing favor of the
electric car for long-distance travel also open up wide possi-
bilities for many roads.

For the city system the problem and the method of treat-
ment are necessarily somewhat different, but on every system
there are some features of the service or attractions that will
furnish a basis for profitable publicity, while in the larger
cities, with their numerous lines and routes, there are oppor-
tunities for the development of profitable traffic in getting the
regular passenger "off his beat" on trips and excursions, and
by placing the conveniences of the system before strangers
and transients in an attractive manner.

In this connection the announcement of E. C. Van Valken-
burgh, 2117 West One Hundred and Second street, Chicago,
who handles the advertising of electric railways exclusively,
will be of interest.

The service offered takes the place in the organization of
the electric railway of an advertising manager, but with the
advantage that by maintaining a separate organization it is
possible to view the road and its service more from the stand-
point of the passenger, without the danger of having the point
of view biased by a too intimate contact with the perplexities
of operation and management which necessarily engage the
attention of exclusive employes and officials of the company.
Then, again, by being in touch with a number of roads and
their varying problems a wider range of ideas and methods of
procedure is developed.

Among the advantages this service affords may be men-
tioned: (1) It provides a definite plan of action which has
been formulated, after a careful study of all contributing
factors, with a view to the building up of weak points as
well as the traffic in general. (2) It insures attractive and
timely copy for printed matter, since a close relation is main-
tained with the traffic department and a close watch is kept
for anything of a character to create or encourage travel.
(3) Close attention to the matters of detail which are neces-
sarily a part of the work, but which are always more or less
of an annoyance to an official having other duties to attend to.

For the purpose of reassuring purchasers, Allis-Chalmers
company has adopted the policy of testing every turbine and
generator in its works to a speed 20 per cent in excess of
the rated speed, thus subjecting the material to stresses 44
per cent above the normal. This overspeed test taxes the
machine as it cannot be taxed in practice, for, even should
the main governor fail to work, the safety governor will stop
the turbine long before it reaches such a speed.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

THE NEW RECORDING MILLI-VOLTMETER AND SHUNT
AMMETER.

Electrical engineers have long felt the need for an ac-
curate and sensitive recording milli-voltmeter which is
adapted to practical every-day service as well as for labora-
tory tests. There has also been a demand for a recording
ammeter of the shunt type which can be connected by leads
to the main busbar. The shunt system is especially econom-
ical where heavy currents are to be indicated or recorded, as
the instruments may be located at a considerable distance
trom the main current, thus saving great expense in carrying
the main conductors to the point where the instrument is
located. The recorders illustrated herewith have been de-
signed to meet these practical demands.

The two most important fundamental features of these
recorders are a sensitive electrical movement of special de-
sign, made by the Weston Electrical Instrument Company,
and a new recording system using a patented smoked chart,
so arranged that there is no friction between the recording
arm and the chart.

These instruments are so sensitive that the recording
arm will move over the whole scale for five milli-volts or less,
making it possible to accurately record one ten-thousandth of
one volt. The graduations on the chart are evenly propor-
tioned over the entire range, the same as the Weston am-
meter, so that even though there is only a small current
flowing, the readings may be as readily taken as if the current
was the maximum that the instrument would record. This
feature will be greatly appreciated, as there are many places
where it is important that the records be perfectly clear, even
though the loads are very light when the outfit is first in-
stalled.

The records are made on a novel semi-transparent smoked
chart, which is periodically brought into momentary contact
with the end of the recording arm by means of a special
vibrating device. In this way a series of white dots are made
on the smoked surface. These form a continuous line and
a record is thus made without causing any friction between
the moving arm and the chart. The rate of vibration of the
chart is timed to suit the frequency and range of the varia-
tion in the current to be recorded. The usual period of vibra-
tion of the chart is once in 10 seconds, but to obtain con-
tinuous lines where the fluctuations of the current are quite
rapid, the vibrating attachment is made to operate twice
every second. When the record is completed the chart is

direction of the current, as in many cases the direction of the
current changes from negative to positive during the day.

It is expected that by using a number of these instru-
ments operating simultaneously at different points, stray
currents in water and gas mains or in any underground struc-
ture may be recorded, making it possible to discover the
causes of trouble and how they may be eliminated.

The recording ammeter is shown in Figure 3 connected
to a standard Weston 10,000-ampere shunt, to which is also
connected a Weston indicating station ammeter. This illus-
tration shows that the recorder may be readily applied to any

Figure 2 — Facsimile of Chart from Milli-Voltmeter.

standard shunt which is already in service, without disturbing
the indicating instrument at the switchboard. As illustrated
here, leads of almost any desired length may be used to con-
nect the indicating and recording instruments to the shunt on
the main busbar. It is even possible to have the recording
ammeter located in the superintendent's office at a great dis-

Figure 1 — Recording Milli-Voltmeter.

Figure 3 — Recording Instruments with Connections.

dipped in a simple fixitive solution which makes the record
permanent for filing.

The recording milli-voltmeter is shown in Figure 1 and
Figure 2 is a reduced photographic facsimile of a chart taken
from one of these instruments in connection with electrolysis
surveys of underground structures which are being conducted
by the Electrical Testing Laboratories of Xew York City.
The graduations of this chart are arbitrary. It was revolved
once in 24 hours and was vibrated once every 10 seconds.
The zero position of the recording arm was the middle of
the scale, so that the record might be independent of the

tance from the shunt and the indicating instrument located
on the switchboard convenient for the observation of the
operator. Such combination outfits could be furnished as
units, with leads of the proper lengths to suit the individual
cases.

The recording shunt ammeter has been successfully ap-
plied for taking continuous records of the current on a large
trolley system, where the fluctuations are very rapid and
varied as much as 4,000 amperes several times in a minute.
The charts for such work as this are made to revolve once in
one hour and the vibrator operates twice in one second. For

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

preliminary tests, the recorders are provided with special
fast vibrators for the smoked chart and with a clock move-
ment to revolve the chart once in one hour, but for continuous
daily records the standard 24-hour charts are recommended.
These instruments are manufactured by William H. Bristol,
45 Vesey street, New York City.

THE TEC REGISTERING FARE BOX.

When the pay-as-you-enter type of cars are put into opera-
tion on the Madison avenue line of the New York City Rail-
way they will be equipped with a new type of register known
as the Tec registering fare box. This device was designed
for and is peculiarly adapted to the collecting and registering
of fares on the pay-as-you-enter car. It presents a number
of very novel and practical features. The box registers
fares automatically, being electrically operated by four dry
cells of a special type. The chief object attained is that the
conductor does not have access to the money until after the
fare has been registered, but the box is so designed that im-

inserting of a thin guard into the fare channel to keep any
coins from passing the contact lever while it is withdrawn to
permit the preceding coin to drop, and the shoving to one side
of the last fare registered preparatory to receiving the next
coin.

After the fare has been dropped into the slot at the top of
the box it is registered and exposed to the view of the con-
ductor almost instantaneously. To enable the detection of
bad coins the last three or four nickels registered always re-
main in view of the conductor, so that it is possible for him
to detect a bad coin not only immediately upon its registra-
tion, but even after two or three more passengers have
dropped nickels into the box. The coins thus exposed for
inspection are pushed one at a time into a conductor's money
drawer, to which the conductor has access for use in making
change.

Probably the most important feature of this register is
that it is so constructed that the conductor cannot stop the
collection of nickels, even should the mechanism of the ma-
chine be fouled in any way. The fare register is so built that
if the mechanism becomes inoperative from any cause the
nickels, while dropped in the same slot, are caused auto-
matically to fall through the inclosure at the left of the usual
channel and into a locked receptacle to which the conductor

The Tec Fare Box — Exterior.

The Tec Fare Box — Interior.

mediately after its registration the money is available for use
as change.

The height of the register is 18 inches. It is 6 inches
wide at the bottom and 3 inches wide at the top. It will
stand on a pedestal just inside the railing in front of the con-
ductor.

From the accompanying illustrations showing the details
of construction a comprehensive idea of its operation may be
obtained. The fare is dropped in a slot at the top of the box
and passing down the inclosure strikes a balanced lever,
which, being forced downward at the end protruding into the
fare channel by the weight of the coin, causes the other end
to rise and make a contact, thus completing an electric cir-
cuit. At the moment the exterior end of the lever has risen
to contact an L-shaped lever, by means of its pivotal connec-
tion, drops under the contact lever and holds it in that posi-
tion until a complete registration has been made. The circuit
is next broken by means of a lug, permitting both levers to
assume their natural positions. It will be noticed that as the
current is thrown into use the magnet drawing its helper into
place manipulates the various attachments fastened to the
helper, which include connections to the register and bell, the

has no access. This second receptable is accessible only to
the inspector. Thus the registering mechanism may become
damaged and yet there be no excuse for the conductor to
take nickels direct from the passengers.

To provide for another emergency it is within the power
of the conductor to. operate the register by hand by unlocking
his change drawer, and pulling it out an inch or two so that
it will release the hand pull bar shown on the right-hand side
of the fare box.

In the view of the exterior of the registering fare box
the three openings are shown on the front. These are acces-
sible only by key. The upper receptacle contains the regis-
tering mechanism, the middle opening is the money drawer
and the lower drawer holds the batteries. On the right is
shown the face of the register and the pull bar, while on .the
left is a small opening for the use of the inspector.

The Tec registering fare box. which is built by the
Transportation Equipment Company, 1133 Broadway, New
York City, has been given severe tests equal to more than a
year's service resulting in practically no appreciable wear on
any of its parts and with no apparent decrease in the
efficiency of the batteries.

January 4, 1908.

ELECTRIC RAILWAY REVIEW

Use GRIP NUTS on track bolts

and You Have a Better, Safer Track

GRIP NUTS never let loose under any strain,
jar or vibration unless bolts break.

GRIP NUT COMPANY

500 Fifth Avenue, NEW YORK

152 Lake Street, CHICAGO

Interchangeable ?

Yes, it is the standard type selected by the
A. S. & I. R. A. Standardization Committee.

Its adoption on your road will bring not only
uniformity, but economy as well.

The facts in the case sent on your request

American Brake Shoe & Foundry Co.

New York Chicago Chattanooga MAHWAH, N. J.

The M. C. B. Christie

langi-d Steel Back Brake Shoe

for use on wheels with

3-inch tread and over.

Bonding and rebonding are better done by this car
because its two processes

Electric Brazing
^ Copper Welding

insure perfect mechanical and
electrical union between bond
and rail. And it is the only
method that does produce this
result at moderate cost.

Write us for further facts.

The Electric Railway Improvement Co.

6005 Carnegie Avenue, Cleveland, Ohio

ELECTRIC RAILWAY REVIEW

Vol. XIX, No 1.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.

AMERICAN CAR COMPANY, ST. LOUIS, MO. main office: Philadelphia, pa

' ' LONDON OFFICE110 CANNON ST.E.C.

G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIO pacific coast agents: pierson

_ _____ _ ROEDING & CO.. SAN FRANCISCO.

JOHN STEPHENSON COMPANY, ELIZABETH, N. J. Australian agents: noyes

WASON MANUFACTURING CO.SPRINGFIELD,MASS. ^1^^^^^ lonuon.
CARS TRUCKS SEATS RATTAN SPRINGS SPECIALTIES SUPPLIES

DERAILMENTS AT CURVES

Most of the recent disasters to trains on steam roads while
rounding curves at a high rate of speed have been caused, not
by broken rails, but by the absence of cushioned side swing
in the trucks. The average speed of electrically operated
cars on interurban lines in the United States is higher than
on steam roads while the average track conditions are much
inferior and the curves more frequent and of shorter radii, yet
the Brill No. 27-E Truck, which is used on the great major-
ity of these electric lines, has never been derailed except in
collisions. It is the only high-speed truck that has a cush-
ioned side swing. The swing bolster used in "M. C. B." types
and all other trucks, is uncushioned, and, therefore, when
curves are taken at more than moderate speed, the swing
stops with a jerk which drives the wheel flanges against the
outer rail head with dangerous and sometimes fatal force.

THE B R L L L NUMBER 2? -E T R U C K {P A T E N T E D)

January 4, 190S.

ELECTRIC RAILWAY REVIEW

Railway Motor Gears

The Steel Foundry

far, Jt'

■ esP- ' i

««

ttf^^/

^^^^^^R^^c^« - »

BJJwL^Sr-cairJ

^K8^^SB^^^r*"i^

*+r

SdLrf^i'fcJf "-'^^■JBMbBc

gf^i" '^fli

General Eleetrir Company's Steel Foundry,

where all castings for G. E. Gear-' are made.

Split and solid Gear Castings removed
from sand, showing large "risers.''

Sand-Blasting Geai Castings t<> remove nil
foreign materials from surface of steel castings^

Every operation, from the
pouring of the steel to the
finishing cut, is subject to
scrutiny and test by ex-
perienced specialists in our
own Foundry and Machine
Shops.

To insure homogeneous cast-
ings and freedom from
shrinkage cracks, heavy
"risers" are employed.

All Gear Castings are sand-
blasted, to insure detection
of faults. Imperfect cast-
ings are scrapped before
leaving the foundrv.

"Original Equipment Quality"

means

"Original Equipment Service"

Tht second advertisement of this series on General

Electric Company Railway Motor Gears tiill
appear in the January II issue of the Electric
Railway Review anil will treat on the Machin e

Shops.

Chicago Office:
Monadnock Bldg.

Principal Office :

Schenectady, N. Y.

Sales Offices in
all large cities

vtm

'36

Pittsburgh fc, ELECTRIC RAILWAY review

January 4, 190S.

Stuart Howland Co.

Everything Electrical

BOSTON

fi/FK/N

MEASURING TAPES

are the choice of expertelectrical engineers in all quarters
of the globe. Absolute accuracy and the highest possible
degree of durability make them especially adapted to
Electric Railway Work.

New York.

London, Eng.'

Windsor.Can. sacina iich., u. s.

TH £/UFK/N f^UL£(?0.

the national, lock washer co.,

NEWARK,
N. J.

Curtains — Curtain Fixtures — Sash Locks — Sash Balances — INut Locks
CHICAGO OFFICE: 419 MONADNOCK BLOCK

The Cincinnati frog & Switch Company, Cincinnati, Ohio

FROGS, SWITCHES, CROSSINGS, CURVES, SWITCH STANDS

RAIL BRACES AND SPECIAL TRACK WORK

NILES CARS

(The Electric Pullmans)

LARGE, FAST INTERURBANS
OUR SPECIALTY

Niles Car & Mfg. Co.

Works: NILES, OHIO

Sales Office: J. A. HANNA CO.

312 Electric Bldg., Cleveland, Ohio

GAR CURTAINS

t[ Did you ever stop to
think how much is added
to the appearance of your
cars by tasteful window
curtains?

Let us give you an estimate
upon new ones for those win-
ter cars you are renovating.

The Curtain Supply

Company

Main Office end Works.

83-93 Ohio Street. CHICAGO. ILL.

530 Mission Street 1819 Park Row Bldd.

SAN FRANCISCO NEW YORK

WADDELL& MAHON

Special Agents

PHILADELPHIA OFFICE BALTIMORE OFFICE

Room 312 Lippincott Bldg. Room 40i! Baltimore American Bldg.
Long Distance Telephone Long Distance Telephone

2403 Walnut 5347 St. Paul

BOSTON OFFICE
Room 411 Post-Office Square Building
Long Distance Telephone, 95 l J Fort Hill

ALWAYS ON DUTY

1133 BROADWAY

Suite 1024 and 1026 St. James Building

NEW VORK

g Distance Telephone Night
4582 Madison Sq. Telephones

2805 Melrose
2903 Melrose

Have You Any Labor Troubles?

Do You Anticipate Trouble?
We Are Licensed Special Agents

We are not a Detective Agency, but Special Agents
who act for Corporations and Manufacturers in the
termination of labor difficulties. We secure and
furnish non-union mechanics in all trades, and
skilled labor in all branches of industry, for service
during strikes, and establishing the open shop. We
also furnish Special Police Patrolmen, trained to
their duties for the protection of non-union work-
men and security of property. We establish, operate
and maintain Commissaries for the maintenance
of non-union workmen, performing Special Service
during strikes and lockouts.

We Are Not a Detective Agency

We Are Successful

We Get Results

^rummond's^etective jfaency

RAILWAYWORKA SPECIALTY ^"^

A.L.DRUMMOND, GENERAL MANAGER, EX-CHIEF U.S. SECRET SERVICE, NEW YORK.

FteGtric Railway Review

PUBLISHED EVERY SATURDAY.

160 Harrison Street. Chicago y

IW Nussaii Street. New V..rk x

1529 Williamson Bids., Cleveland

FORMERLY THE STREET RAILWAY REVIEW.

CHICAGO, JANUARY 11, 1908

THE WILSON COMPANY, CHICAGO.
Whole No Subscription: Domestic . ■ • • g

Advertise

to make your house and your goods well known among prospective

customers
to give your concern strong prestige and, eventually, pre=eminence

in your field
to smooth the way for your salesmen and cut down the time

required to secure acquaintance
to produce inquiries for your printed advertising matter from

interested buyers
to make those impressions upon the minds of prospective customers

that turn doubt into belief and belief into orders
to help, in a dozen different ways, sell your goods, and at far less

cost than by any other method.

Advertising is doing these things every day for others — perhaps
for your competitors — and advertising will do them for you, too,
if rightly handled.

All you have guessed about advertising may not be right, so
don't infer that advertising won't help your business, for it will,
and we'll gladly show you how.

Just ask us to have an advertising representative call. No
obligation— no contract to sign unless you want to— just a straight
business conference.

Electric Railway Review

160 Harrison Street, Chicago

Alphabetical List of Advertisers. Page 4.

Advertisers' Classified Directory. Pages 4-6-8-10.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

A Case of Strength

and why it wins

*(1 Unnecessary strength, if it means additional weight, is loss. Lyon
Sheet Steel Gear Cases are as strong as cast cases and weigh from
75 to 100 pounds less. They are heavily reinforced by rivets and
extra sheets of steel at the brackets and where all strains come.

^1 Provided it has the other requisites, common sense teaches that
a gear case which will not break or crack when struck is
superior to a cast case.

^| When we say that Lyon Sheet Steel Gear Cases

cost less than cast cases, with all other requisites of perfect
gear protection, will we get your next order?

Catalogue No. 34 will give more specific data

Electric ServiceSuppmes Co.

"Supplies for Every Electric Service*

M4YER S*ENGLUND DEPT.
PHILADELPHIA

OARTON-DANIELS DEPT.
KEOKUK

— — BRANCHES - —
NEW YORK PITTSBURG SAINT LOUIS

PORTER & BERG DEPT
CHICAGO

ATLANTA

National Air Brakes

EMERGENCY VALVES WITH QUICK-
RELEASE FEATURE.

"National" Emergency Quick-Release Valve

The new "National" Emergency Valve
with quick- release feature combines with
the straight air brake system the emergency
quick-set and quick-release features of the
automatic system. This is the most sim-
plified type of emergency apparatus, re-
quiring one-third less piping than any other
emergency equipment.

WRITE FOR DESCRIPTIVE BULLETIN.

National Brake & Electric Co.

NEW YORK: 111 Broadway

PHILADELPHIA: 1722 Westmoreland St. Mi I w 'I I I L'fW IT ^ A

BOSTON: F. E. Huntress. 131 State St. iUllWaUKCe, U . 2>. A

General Sales Office: 519 First National Bank Building, Chicago

SAN FRANCISCO. CAL.: W. F. Mc Kenny.

526 Mission St.
LONDON : 1 4 Great Smith St . .West minster

January 11, 1908.

ELECTRIC RAILWAY REVIEW

Westin .jrhouse

Interpole Railway Motors

reduce maintenance costs — have perfect commutation — practically eliminate flashing
— greatly diminish brush wear — and are cleanlier motors.

We manufacture a complete line:

No. 300 200 H

No. 301 160

No. 302 125

No. 303 100

No. 304 75

No. 305 60

No. 306 50

No. 307 -40

No. .100. 200 H. P.

Westinghouse Electric & Mfg. Co.

Atlanta

Baltimore

Boston

Detroit
Kansas City
Los Angeles
Minneapolis
Canada: Canadian Westinghouse Co., Ltd.. Hamilton. Onta

Buffalo
Chicago
Cincinnati

Cleveland

Dallas

Denver

New Orleans
New York
Philadelphia

Pittsburg
St. Louis
Salt Lake City

San Francisco

Seattle

Syracuse

Mexico: G. & O. Braniff & Co., City of Mexico

A Strictly Automatic System

Any reduction in brake-pipe pressure resulting from a
break in the piping, burst hose or parting of train, causes
the brakes to apply immediately with full power. The
"AMM" equipment combines the flexibility of the straight-
air brake with the safety of the automatic, that is the
motorman has complete control of the brakes at all times,
yet in the emergencies before mentioned the brakes will
act automatically.

Pamphlet T-S031 fully describe! Hie equip* ■

Westinghouse Traction Brake Co., Pittsburg, Pa.

Automatic Pressure Gas Producers

When, in addition in supplying gas engines with a clean. c»>ol gas
of uniform heat vain.', it is desired to use the gas for other pur-
poses, the automatic pressure control feature of the Westinghouse
producer recommends itself as a mean? of regulating the amount
of gas made for any purpose. If the gas is intended for heating
only, the producer may he installed without scrubbers, and tin- gas
piped direct to the furnaces.

Publit particulars.

The Westinghouse Machine Co.

For particulars address nearest sales office:

New York, m Brfdg
Boston, 131 State Street
Cleveland. New England Building
Chicago, 171 La -

Cincinnati. Traction Building
Atlanta. Candler Building

B, Chemical Building
Pittsburg, Westinghouse Bldg.
Philadelphia. N. American Bldg.
Denver, McPhee Building
San Francisco. Hunt. Mirk & Co.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

ALPHABETICAL INDEX TO ADVERTISEMENTS.

Acme White Lead & Color

Works

Advance Lumber Co 22

Allis-Chalmers Co 21

Aluminum Co. of America L9
American Brake Shoe & Fdry.

Co 27

A rican Electrical Works

American Frog & Switch Co...
Anderson. Albert & J. M.,

Mfg. Co 19

Armstrong Oiler Co

Arnold Company 21

Atlas Anchor Co 18

Babcock & Wilcox Co 12

Baker, The Wm. C, Heating

& .Supply Co 21

Baldwin Locomotive Works.. 18

Barbour-Stockwell Co 15

Barnes, G. H., Hardw I

Lumber Co 22

Beaver Dam Malleable Iron

Co 26

Beidler, Francis, & Co 22

Bellamy Vestlette Mfg, Co

Berthold & Jennings 22

Blake Signal & Mfg. Co 15

Bliss. R.. Mfg. Co

Bridgeport Brass Co 30

Brill. The J. G.. Co 28

Brown, Harold P

Brown Hoisting Machy. Co.. 14

Buckeye Engine Co

Burnham. Williams & Co 18

Byllesby. H. M., & Co 24

Central Inspection Bureau... 24

Chase-Shawmut Co 5

Churchill Cedar Co 22

Cincinnati Car Co

Cincinnati Frog & Switch Co,
Cleveland Armature Works.. J,
Cleveland Frog & Cross. <•,,

Collier. Barron B

Columbia Construction Co, 24
Consolidated Car Fendei Co,.i!i
Consolidated Car r Heating Co. 25
Contractors' Supply & Equip-
ment Co 2 1

Cooper Heater Co 19

crane Co 24

Creaghead Engineering Co... 24
Curtain Supply Co 24

Davis, The John. Co

Detroit Graphite Co 26

Dearborn Drug & Chemical
Works 2::

Drouve, The G., Co 14

Drummond Detective Agency...
Durkin Controller Handle Co...

Earll, C. 1 25

Eclipse Railway Supply Co.. 24
Electric Railway Equipment

Co :■

Electric Ry. Improvement Co. 26
Electric Service Supplies Co.. 2

Engineering Agency, The

Engineers and Contractors. . .24

Fairbanks, Morse & Co 25

Ford, Bacon & Davis 24

Galena-Signal Oil Co 11

General Electric Co 29

General Storage Lintterx Co.. 25

Gillette Chemical Co

Goheen Mfg. Co

Goldschmidt Thermit Co

Green Engineering Co

Green Fuel Economizer Co... 22

Griffin Wheel Co 25

Grip Nut Co 27

Hagy, J. Milton. Waste Wks. .12

Hale & Kilburn Mfg. Co

Harrison. F. P., Elec. Mfg. Co !3

Hartshorn. Stewart, Co

Heine Safety Boiler Co 22

Henderson-Ames Co 25

Hevwood Bros. & Wakefield

Co 19

Holman, D. F.. Ry. Tracklayer

Co 25

Hornet Commutator Co

Hooven-Owens-Rentschler Co.. .

Hope Webbing Co 23

Humbird Lumber Co . Ltd

Indestructible Fibre Co

Jewett Car Co 13

Johahn, F. A 21

Jolms-Manville, H. W., Co... 5

Kalamazoo Ry. Supply Co... 5
Kennicott Water Softener Co...
Kinnear Manufacturing Co

Lindsley Bros. Co., The 22

Lorain Steel Co 18

Lufkin Rule Co 30

Lumen Bearing Co 22

Macallen Co 17

McGuire-Cummings Mfg. Co...

Marshall, R. W.. & Co 21

Massachusetts Chemical Co.. 12

Meyers. Fred J., Mfg. Co

Middletown Car Works

Miller Anchor Co 18

Millov Electric Co., The 1.

Model Stoker Co., The 24

Morden Frog & Crossing Wks..

National Brake & Electric Co. 2

National Carbon Co 18

National Lock Washer Co.... 25

Naugle Pole & Tie Co 22

New York Switch & Crossing

Co 21

Niles Car & Mfg. Co 21

Northern Engineering Works. 26
Nuttall. R. D., Co

Ohio Brass Co

Okonite Co.. Ltd

Pacific Coast Pole Co 22

I '.'Mll.lSote I ',,

Patten. Paul B 2:;

Pay-As- You-Enter Car Co.... 9

Power Specialty Co

Pressed Steel Car Co 13

Queen & Co 2::

Rail Joint Co 25

Railway Specialty •& Supply

Railway Steel-Spring Co 2 1

Recording Fare Register Co.. 25

Reed. Francis, Co

Reiter. G. C 24

Ridlon, Frank. Co

Roberts & Abbott Co

Robertson. Wm.. & Co 19

Rodger Ballast Car Co 13

Rooke Automatic Register Co. 30
Rossiter, MacGovern & Co.

(Inc.) 21

Russell Car & Snow-Pldw Co.23

S-E. Missouri Cypress Co.. .22

.St. Louis Car Co 7

St. Louis Car Wheel Co 21

St. Louis Surfacer & Paint

Co 23

Sanderson & Porter

Saxton, E

Sehroeder Headlight Co

Shinier & Chase Co 25

Security Register & Mfg. Co...

Sheaff & Jastaad

Simmons, John. Co 18

Smith, Peter, Heater Co 25

Speer Carbon Co 21

Standard Brake Shoe Co 24

Standard Motor Truck Co

Standard Paint Co 23

Standard Steel Works 18

Standard Underground Cable

Co 12

Standard Varnish Works

Star Brass Works is

Stone & Webster Engr. Corp. 24

Stuart-Howland Co

Symington, T. H., Co 11

Telegraph Signal Co 1 '.>

Trolley Supply Co 17

Under-Feed Stoker Co lv

United States Graphite Co.,
The

Van Dorn & Dutton Co 11

Van Dorn, W. T., Co 30

Van Valkenburgh, E. C 25

Waddell & Mahon 30

Wagenhorst, J. H., & Co 22

Wallace Supply Co 14

Wanted and For Sale Cards.. 21
Washburn Steel Castings &

Coupler Co 30

Watson-Stillman Co 17

Wendell & MacDuffie

Western Electric Co 15

Westinghouse Elec. & Mfg.

Co 3

Westinghouse Machine Co.... 3
Westinghouse Traction Brake

Co 3

Weston Electrical Instrument

Whartcn Wm Jr & C: ii

Wheeler Condenser & Eng'g

Wheel Truing Brake Shoe Co. 24

White, J. G., & Co 2 1

Whitmore Mfg. Co., The 19

Wilson. J. G.. Mfg. Co

Wood. Guilford S 12

Woodman, R., Mfg. & Supply-
Co

Worcester, C. H., Co 22

Zelnieker, Walter A., Supply

CLASSIFIED LIST OF ADVERTISERS.

Advertising Service.

Van Valkenburgh. 10. ('.. 21!
West One Hundred and Sec
ond St., Chicago.

Advertising, Street Car.

Collier, Barron G.. Flat Iroi
Bldg.. New York.

Air Compressors — (See Com-
pressors, Air).

Alloys and Bearing Metals.

Brown, H. P., 120 Liberty St.,
New York.

General Electric Co.. Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co.. 169
South St., New York.

Lumen Bearing Co., Buffalo.
N. Y.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St. Louis Car Co., St. Louis,
Mo.

Aluminum Wire, Etc.

Aluminum Co. of America,
Pittsburg.

Anchors.

Atlas Anchor Co.. Cleveland. O.
Electric Service Supplies Co.,
2iio Plymouth Bldg., Chicago.
Miller Anchor Co.. Norwalk, O.
Ohio Brass Co.. Mansfield. O.

Armatures and Coils. Winding
and Repairing.

Cleveland Armature Works,
Cleveland, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady. N. Y.

I larrison [•>■,■ \- Mfg. Co., 169
South St.. New Y'ork.

Marshall, R. W., & Co., 95
Liberty St.. New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co.. Boston.

Armature Lifts.

Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago
Asbestos Materials.

John

Axles — (See Wheels and Axles).

Badges and Buttons.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,
New Haven, Conn.
Ballast Cars — (See Cars, Bal-
last).
Ball Bearing.

Symington. T. H.. Co., Balti-
more, Md.

Bases — (See Trolley Poles and
Fittings).

Batteries.

General Storage Battery Co.,
42 Broadway, New York.
Bearings.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Lumen Bearing Co., Buffalo.
N. Y.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co.. 95
Liberty St.. New York.

Nuttall. R. D., Co., Pittsburg.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston

Symington, T. H., Co., Balti-
more, Md.

Van Dorn & Dutton Co.,
Cleveland, O.

Bells and Gongs.
American Car Co.. St. Louis.
Brill. The J. G., Co.. Phila-
delphia.

Bells and Gongs — Continued.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Ohio Brass Co., Mansfield, O.

Reiter. G. C, Canton, O.

St. Louis Car Co.. St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.

Western Electric Co., Chicago.

Black Lead.
Detroit Graphite Co.. Detroit,

Mich.
U. S. Graphite Co., Saginaw.

Mich.

Block System — (See Signals).
Blowers — (See Mechanical Draft)
Blue Printing Machines.

Buckeye Engine Co., Salem, O.
Boilers.
Babcock & Wilcox Co., N. Y.
Fairbanks, Morse & Co., Chi-
cago.
Green Fuel Economizer Co.,

Matteawan, N. Y.
Heine Safety Boiler Co., 421

Olive St., St. Louis.
Rossiter. MacGovern & Co.. 17
Battery PI., New Y'ork.

Boiler Cleaning Compound.
Dearborn Drug & Chemical

Works, Chicago.
Johns-Manville, H. W., Co.,

New York.

Bonds. Rail.

Brown, H. P., 120 Liberty St.,

New York.
Chase-Shawmut Co., New-

buryport, Mass.
Electric Railway Improvement

Co., Cleveland, O.
Electric Service Supplies Co.,

200 Plymouth Bldg.. Chicago.

Bonds, Rail — Continued.
General Electric Co., Scheie , -

tadv, N. Y.
Goldschmidt Thermit Co., 43

Exchange PI., New York.
Johns-Manville, H. W., Co.,

New Y'ork.
Ohio Brass Co., Mansfield, O.

Brackets and Cross Arms.

Anderson, Albert & J. M.
Mfg. Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Lindsley Bros. Co., Spokane,
Wash.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Brakes and Brake Parts.

Allis-Chalmers Co., Milwau-
kee, Wis.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric • Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co..
Chicago.

National Brake & Electric Co.,
Milwaukee.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Westinghouse Traction Brake
Co., Pittsburg, Pa.

Brakeshoes.
American Brake Shoe & Fdry.

Co.. Mahwah, N. J.
American Car Co., St. Louis.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

Shawmut
Soldered Railbonds

Are the Original Soldered Bonds
8 YEARS of Service Under ALL
Conditions Prove Their RE-
LIABILITY.

WHY Not Try a Proven Bond

at Least

SEND FOR OUR * PROPOSITION

See Bulletin No. 29

CHASE-SHAWMUT CO.

Newburyport, Mass.

The Root Snow
Scraper T No. 5

ASBESTOS WOOD

will make you more money than any
other scraper you ever bought.

It cleans all the snow from the
center to nine inches outside of each
rail, and also cleans the groove.

This scraper is worth the price
every day that it snows.

Kalamazoo Railway Supply Co.

Kalamazoo. Mich., U. S. A.

AS A SUBSTITUTE FOR
SLATE, MARBLE OR FIBRE

is without an equal, because it is ab-
solutely fire-proof and has an elec-
trical resistance almost equal to sheet
mica. Can be worked with ordinary
wood-working tools— holds screws well
and can be finished in any colors
desired.

AS A FIREPROOFING MATERIAL

ASBESTOS WOOD can be used in almost all cases
where wood, slate or marble are usually employed and
where fire-proof construction is desired.

WRITE NEAREST BRANCH TOR CATALOG.

H. W. JOHNS-MANVILLE CO.

New York

Philadelphia

Kansas City

St. Louis

Los Angeles

Chicago

Pittsburg

Minneapolis

Cleveland

New Orleans

Buffalo

Dallas

Baltimore

San Francisco

London 72

TUBULAR POLES

IRON OR STEEL

Electric
Raiewa^t

Electric
Lighting Coy

/iGIAIy)

Telephone^A 1 ;
Telegraph)

TRANJ?\U/jON
L I N E ^T

A T» X>

Cate nary
./uypEN^i ON
E t :n :e ^r

Electric RAiLWAYlQuipnt^NT&

Geaeral Office. Cincin n ati O • \3J~k
J^/iops- Heading Fa - "WheelingWVX

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

CLASSIFIED LIST OF ADVERTISERS-Continued.

Brakeshoes — Continued.

Brill, The J. G., Co.. Phila-
delphia.

Kuhlman, The G. C, Car Co..
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

St. Louis Car Co., St. Louis.
Mo.

Standard Brake Shoe Co., Au-
rora, 111.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Wharton, Wm., Jr., & Co.,

Philadelphia.
Wheel Truing Brake Shoe Co..

Detroit.

Bridges, Bascule and Concrete.
Wallace-Coates Engineering

Co., Chicago.
Johann, F. A., 1624 Pierce

Bldg.. St. Louis.

Brushes, Motors and Dyanmos.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. T.

National Carbon Co., Cleve-
land, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Speer Carbon Co.. St. Marys,
Pa.

Bumpers, Car.

American Car Co.. St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. O, Car Co-
Cleveland.

St. Louis Car Co., St. Louis.
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.
Car Cleaner.

Gillette Chemical Co., 42
Broadway, New York.

Car House Doors.

Kinnear Mfg. Co., Columbus,

O.
Wilson, J. G., Mfg. Co., New
York.
Car Replacers.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co.. Chgo.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.
Ohio Brass Co., Mansfield, O.
Car Roof Paint, Canvas.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

Car Seats.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Hale & Kilburn Mfg. Co.,
Philadelphia.

Heywood Bros. & Wakefield
Co.. Wakefield, Mass.

Kuhlman. The G. C, Car Co.,
Cleveland.

St. Louis Car Co., St. Louis.
Mo.

Stephenson, John, Co.. Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.
Car Signs — (See Signs, Cars and

Track).
Car Steps.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Wallace Supply Co., Chicago.
Car Trimmings — (See Trim-
mings, Car).
Cars, Ballast.

Rodger Ballast Car Co.. Chgo.

St. Louis Car Co., St. Louis.
Mo.

Cars, Dump.

Fairbanks, Morse & Co.. Chgo.

Middletown Car Works, Mid-
dletown, Pa.

Rodger Ballast Car Co., Chgo.

Russell Car & Snow-Plow Co.,
Rldgway, Pa.

Louis Car Co., St. Louis.
Mo.
Cars, Passenger and Freight.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Cincinnati Car Co.. Cincinnati.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Cars, Passenger and Freight —
Continued.

Electric Railwav Improvement
Co.. Cleveland, O.

Fairbanks, Morse & Co., Chgo.

Jewett Car Co., Newark, O.

Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Kuhlman, The G. C, Car Co..
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Niles Car & Mfg. Co., Niles. O.

Pressed Steel Car Co., Pitts-
burg.

Rodger Ballast Car Co., Chgo.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

St. Louis Car Co., St. Louis,
Mo.

Standard Motor Truck Co.,
Pittsburg.

Stephenson. John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Cars, Pay-As- You- Enter.
Pay-As- You-Enter Car Co., 26
Cortlandt St., New York.

Cars, Rebuilt.
Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Cars, Second-Hand.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Marshall, R. W., & Co., 95
Liberty St., New York.

Zelnicker, Walter A., Supply
Co., St. Louis.

Cars, Steel.

Middletown Car Works, Mid-
dletown, Pa.

Pressed Steel Car Co.. Pitts-
burg.

St. Louis Car Co., St. Louis.
Mo.

Standard Motor Truck Co.,
Pittsburg.

Castings, Brass.
Star Brass Works, Kalamazoo,
Mich.

Castings, Iron and Steel.

American Brake Shoe & Foun-
dry Co., Mahwah, N. J.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Lorain Steel Co., Johnstown,
Pa.

Cattle Guards.
Fairbanks, Morse & Co., Chgo.
Kalamazoo Railway Supply
Co.. Kalamazoo. Mich.

Cements, Cable and Transformer.
Massachusetts Chemical Co.,
Walpole, Mass.
Circuit-Breakers.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-
tady, N. Y.
Western Electric Co., Chicago.
Coal Handling Machinery — (See

Conveyors).
Coils — (See Armaturesand Coils)
Commutators and Parts.
Cleveland Armature Works,

Cleveland.
Electric Service Supplies Co..

1020-24 Filbert St., Phila.
General Electric Co., Schenec-
tady, N. Y.
Harrison Elec. & Mfg. Co., 169

South St., New York.
Homer Commutator Co., Cleve-
land, O.
Marshall, R. W., & Co.. 95

Liberty St., New York.
Ohio Brass Co., Mansfield, O.
Stuart-Howland Co., Boston.
Compressors, Air.
Fairbanks. Morse & Co., Chgo.
General Electric Co., Schenec-
tady, N. Y.
National Brake & Electric Co..

Milwaukee.
Westinghouse Traction Brake
Co.. Pittsburg.
Concrete Mixers.
Contractors' Supply & Equip.
Co., Chicago.

Condensers.
Wheeler Con. & Eng. Co.. New
York.
Conduits.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Western Electric Co.. Chicago.

Contractors.

Arnold Company, 1S1 La Salle
St., Chicago.

Byllesby. H. M., Co., Am.
Trust Bldg., Chicago.

Columbia Construction Co..
Milwaukee, Wis.

Creaghead Engineering Co.,
Cincinnati, O.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Sanderson & Porter, 52 Will-
iam St., New York.

Saxton. E., 841 Bladensburg
R., Washington, D. C.

Sheaflf & Jaastad, 88 Broad
St., Boston.

Stone & Webster Engineering
Corp., Boston.

Wharton, Wm., Jr., & Co.,
Philadelphia.

White, J. G., & Co., 49 Ex-
change PI., New York.

Controllers and Attachments.

Durkin Con. Handle Co., Ar-
cade Bldg., Philadelphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Johns-Manville, H. W., Co.,
New York.

Marshall. R. W., & Co., 95
Liberty St., New York.

Western Electric Co.. Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg.
Conveyors and Coal Handling
Machinery.

Green Engineering Co.. Com'l
Nat. Bk. Bldg., Chicago. .

Northern Engineering Works,
Detroit, Mich.
Cord, Bell and Trolley.

American Car Co.. St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

Kuhlman. The G. C, Car Co.,
Cleveland.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Stuart-Howland Co.. Boston.

Wason Mfg. Co.. Springfield.
Mass.
Couplers, Car.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Kuhlman. The G C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co-
Chicago.

Ohio Brass Co., Mansfield, O.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn, W. T., Co., Pau-
lina St., Chicago.

Wallace Supply Co.. Chicago.

Washburn. E. C, Minneapolis.

Wason Mfg. Co., Springfield,
Mass.

Coverings, Pipe and Boiler.
Johns-Manville, H. W., Co.,

New York.
Cranes, Hoists and Lifts.
American Car Co., St. Louis.
Brill. The J. G., Co., Phila-
delphia.
Brown Hoisting Machinery

Co., Cleveland. O.
Kuhlman, The G. C, Car Co.,

Cleveland.
Northern Engineering Works,

Detroit, Mich.
Railway Specialty & Supply

Co., Chicago.
Stephenson. John, Co.. Eliza-
beth. X. J.
Van Dorn & Dutton Co.,

Cleveland. O.
Wason Mfg. Co., Springfield,

Mass.
Cross Arms — (See Brackets and

Cross Arms).
Crossing Gates — (See Gates and

Guards).

Curtains, Fixtures and Materials.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Curtain Supply Co., 93 Ohio
St., Chicago.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Curtains, Fixtures and Material*

— Continued.
Hartshorn. Stewart. Co., East

Newark, N. J.
Kuhlman, The G. C, Car Co.,

Cleveland.
Marshall, R. W.. & Co., 95

Liberty St., New York.
National Lock Washer Co.,

Newark, N. J.
Pantasote Co., 11 Broadway,

New York.
St. Louis Car Co.. St. Louis,

Mo.
Stephenson, John, Co., Eliza-
beth, N. J.
Wason Mfg. Co., Springfield.

Mass.

Cylinder Oil.
Power Specialty Co.. Ill
Broadway, N. Y.

Derailing Devices.

American Frog & Switch Co..
Hamilton, O.

Cincinnati Frog & Switch Co-
Cincinnati, O.

Cleveland Frog & Crossing
Co., Cleveland, O.

Detective Agency.
Drummond Detective Agency.
New York.

Diaphragms.
Wood, G. S., Great Northern
Bldg., Chicago.

Doors and Fixtures.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

St. Louis Car Co., St. Louis.
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.

Doors, Steel Rolling.

Kinnear Manufacturing Co-
Columbus, O.

Wilson, J. G- Mfg. Co., New
York.

Draft, Mechanical — (See Me-
chanical Draft).

Draft Rigging.
Van Dorn, W. T.. Co., Chgo.
Wallace Supply Co., Chicago.

Drills, Track.
Brown, H. P., 120 Liberty St.,

New York.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co., Chgo.
Kalamazoo Railway Supply

Co.. Kalamazoo, Mich.
Marshall, R. W- & Co., 96

Liberty St., New York.
Reed, Francis, Co., Worcester,

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Drying Appliances.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Dynamos and Generators.

Cleveland Armature Works,
Cleveland, O.

Fairbanks. Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

National Brake & Electric
Co., Milwaukee, Wis.

Rossiter, MacGovern & Co..
17 Battery PI., New York.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Economizers, Fuel.
Green Fuel Economizer Co.,
Matteawan. N. Y.

Electrical Instruments.

Electric Service Supplies Co.,
200 Plymouth Bldg- Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W- Co„
New York.

Queen & Co.. Philadelphia.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg. Pa.

Weston Electrical Instrument
Co., Newark, N. J.

Electric Railway Supplies, Gen-
eral.

Cleveland Armature Works,
Cleveland, O.

Creaghead Engineering Co-
Cincinnati, O.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

ST.IOUIS CAR <S.

ST. LOUIS MO.

ibuilders of
Electric Cars

of every kind in the larg-
est and best equipped
factory in tkc^orldb,

lTicaiioriky <& Drawing

li c ati onj

UpecincaTion^ &
rurniLrkea * on - a

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

CLASSIFIED LIST OF* ADVERTISERS-Continued.

Electric Railway Supplies, Gen-
eral — Continued.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co.,
169 South St., New York.

Johns-Manville, H. W., Co.,
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Stuart-Howland Co., Boston.

Wallace Supply Co., Chicago.

Western Electric Co., Chicago.

Enamels.
Acme White Lead & Color

Works, Detroit, Mich.
St. Louis Surfacer & Paint

Co., St. Louis, Mo.

Engine Apparatus.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Engineers and Contractors.

Arnold Company, Chicago.

Byllesby, H. M., & Co., Chgo.

Columbia Construction Co.,
Milwaukee, Wis.

Ford. Bacon & Davis,- New
York.

Roberts & Abbott Co., Cleve-
land, O.

Sanderson & Porter, New York

Saxton, E., Washington, D. C.

Sheaff & Jaastad, Boston.

Stone & Webster Eng. Cor-
poration, Boston.

White, J. G., & Co., New York.

Engines, Gas and Oil.
Buckeye Engine Co., Salem, O.
Fairbanks, Morse & Co., Chgo.
Westinghouse Machine Co.,
Pittsburg.

Engines, Steam.
Buckeye Engine Co., Salem, O.
Hooven-Owens-Rentschler Co.,

Hamilton, O.
Rossiter, MacGovern & Co., 17

Battery PI., New York.
Westinghouse Machine Co.,

Pittsburg.

Fans, Exhaust and Ventilating.

General Electric Co., Schenec-
tady, N. Y.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Western Electric Co., Chicago.

Westinghouse Elec. & Mfg.
Co., Pittsburg.

Fare Boxes — (See Electric Rail-
way Supplies).

Fare Registers and Register

Fittings.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,

Mew Haven, Conn.
Rooke Automatic Register Co..

Providence, R. I.
Security Register & Mfg. Co.,

42 Broadway, New York.

Feedwater Apparatus.
Green Fuel Economizer Co.,

Matteawan, N. Y.
Wheeler Condenser & Eng'g
Co., New York.

Fenders and Guards.
Consolidated Car Fender Co..

Providence, R. I.
Eclipse Railway Supply Co.,

Cleveland, O.
Electric Service Supplies Co..

1020-24 Filbert St., Phila.
McGuire-Cummings Mfg. Co.,

Chicago.
Marshall, R. W., & Co., 95

Liberty St., New York.

Flangers, Snow.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.
McGuire-Cummings Mfg. Co.,

Chicago.
Ohio Brass Co., Mansfield, O.
Van Dorn & Dutton Co.,

Cleveland, O.

Frogs — (See Switches, Frogs and
Crossings).

Fuel Economizers — (See Econo-
mizers, Fuel).

Fuses and Fuse Devices.
Chase-Shawmut Co., New-
buryport, Mass.

Fuses and Fuse Devices — Con-
tinued.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady. N. Y.

Johns-Manville, H. W., Co.,
New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Gaskets, Bronze.
Power Specialty Co., Ill
Broadway, New York.

Gates and Guards.

Bliss, R., Mfg. Co., Pawtucket,

R. I.
Kalamazoo Railway Supply
Co., Kalamazoo. Mich.

Gear Cases.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St.. New York.

Gears and Pinions.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St., New York.

Nuttall, R. D., Co., Pittsburg.

Van Dorn & Dutton Co.,
Cleveland, O.

Generators — (See Dynamos).

Gongs — (See Bells and Gongs).

Graphite.

Detroit Graphite Co., Detroit,

Mich.
U. S. Graphite Co.. Saginaw,
Mich.

Graphite Paint — (See Paint).

Grates, Chain.
Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Grease — (See Lubricants).

Grinders.
Brown. Harold P., 120 Liberty
St., New York.

Guy Anchors — (See Anchors).

Harps, Trolley — (See Trolley
Poles and Fittings).

Headlights.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Fairbanks. Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St, Louis Car Co., St. Louis,
Mo.

Schroeder Headlight Co., Ev-
ansville, Ind.

Stuart-Howland Co., Boston.

Trolley Supply Co., Canton, O.

Headllnings, Passenger Car.
Indestructible Fibre Co., 45
Broadway, New York.

Heaters, Car, Electric.

Consolidated Car-Heating Co.,

Albany, N. Y.
Johns-Manville, H. W., Co.,
New York.

Heaters, Car, Hot Water, and
Stoves.

Baker, The Wm. C, Heating
& Sup. Co., New York.

Cooper Heater Co., The, Day-
ton, O.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

McGuire-Cummings Mfg. Co.,
Chicago.

Smith, Peter, Heater Co., De-
troit, Mich.

landt St.. New York.

Instruments, Measuring and
Testing — (See Electrical In-
struments).

Insulating Tapes.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St.. New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Western Electric Co., Chicago.

Insulations and Insulating Ma-
terial.

Anderson, A. & J. M., Mfg.
Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Macallen, The, Co., Boston.

Massachusetts Chemical Co.,
Walpole, Mass.

Ohio Brass Co., Mansfield, O.

Okonite Co., Ltd., 253 Broad-
way, New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Standard Varnish Works, New
York.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Jacks.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Fairbanks, Morse & Co., Chgo.

Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co-
Cleveland.

Marshall, R. W., & Co., 95
Liberty St., New York.

Morden Frog & Crossing Co.,
Chicago.

Security Register & Mfg. Co.,
New York.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield.

Watson- Stillman Co., 26 Cort-
landt St., New York.

Joints. Expansion — (See Steam
Fittings).

Joints, Rail.
Goldschmidt Thermit Co., 43

Exchange PI., New York.
Rail Joint Co., 29 W. 34th St.,

New York.

Joints, Welded — (See Rail Joints.
Welded).

Journal Boxes.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

St. Louis Car Co.. St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Symington, T. H., Co., Balti-
more, Md.

Wason Mfg. Co., Springfield,
Mass.

Journal Lubricators — (See Lu-
bricants).

Journal Packing, Steel Wool.
Robertson, Wm.. & Co., Great
Northern Bldg., Chicago.

Lamps, Arc and Incandescent.

Anderson, A. & J. M., Mfg.
Co., Boston.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co.. 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Lamp Sockets.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Lightning Arresters.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Stuart-Howland Co., Bostc.

Western Electric Co., Chica

Westinghouse Elec. & Mai.ii-
facturing Co., Pittsburg.

Line Material.
Anderson, A. & J. M., Mfg.

Co., Boston.
Creaghead Engineering Co.,

Cincinnati, O.
Johns-Manville, H. W., Co.,

New York.
Electric Ry. Equipment Co.,

Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-
tady, N. Y.
Macallen, The, Co., Boston.
Marshall, R. W., & Co., 95

Liberty St., New York.
Recording Fare Register Co.,

New Haven, Conn.
Stuart-Howland Co., Boston.
Western Electric Co., Chicago.

Lock and Nut Washers.
Grip Nut Co., 152 Lake St.,

Chicago.
National Lock Washer Co.,

Newark, N. J.

Lockers, Metal-
Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago.

Locomotives.
Baldwin Locomotive Works,

Philadelphia.
Johann, F. A., 1624 Pierce

Bldg., St. Louis.

Locomotives, Electric.

American Car Co., St. Louis.

Baldwin Locomotive Works,
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman. The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co-
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Lubricants.

Dearborn Drug & Chemical
Works. Chicago.

Detroit Graphite Co., Detroit,
Mich.

Galena-Signal Oil Co., Frank-
lin, Pa.

U. S. Graphite Co., Saginaw,
Mich.

Whitmore Mfg. Co., Cleve-
land, O.

Lumber.
Barnes. G. H., Hardwood

Lumber Co., St. Louis, Mo.
Beidler, Francis, & Co., Chgo.
Berthold & Jennings, St.

Louis.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co.,

Campbell, Mo.

Lumber, Asbestos.
Johns-Manville, H. W., Co-
New York.

Malleable Iron.
Beaver Dam Malleable Iron

Co.. Beaver Dam, Wis.
St. Louis Car Co., St. Louis,

Mo.

Measuring Tapes.
Lufkin Rule Co., Saginaw,
Mich.

Mechanical Draft.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Meters.
Johns-Manville, H. W., Co-
New York.
Weston Electrical Instrument
Co., Newark, N. J.

naryll, 1908. ELECTRIC RAILWAY REVIEW

You can reap the advantages of the pay-as-you-
enter plan of fare collection in one way only —

by operating specially designed

Pay- As-You-Enter Cars

built under licenses granted by the owners of
the patents.

Every attempt made in any other manner is
doomed to failure. If favorably impressed with
the pay-as-you-enter plan, you cannot afford to
prejudice the public against it by making an
experiment with ordinary cars that can have
no other result than absolute failure.

The success of the pay-as-you-enter plan has been established beyond
question. The most recent example of successful operation is in Buffalo,
where the new cars were enthusiastically received by the press and public

We license manufacturers and railways to build and use the
Pay- As-You-Enter Car, the patents on which are owned by

The Pay-As-You-Enter Car Company

DUNCAN McDONALD^^ 2 g Cortlandt Street> New York ™° S W CA ^ ager

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

CLASSIFIED LIST OF ADVERTISERS Continued.

Molded Goods.
Massachusetts Chemical Co.,

Walpole, Mass.
Wood, G. S., Great Northern

Bldg., Chicago.

Motors, Electric.

Cleveland Armature Works,
Cleveland, O.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. T.

National Brake & Electric Co.,
Milwaukee.

Rossiter, MacGovern & Co., 17
Battery PI., New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Nut Locks.
Grip Nut Co., 152 Lake St.,

Chicago.
National Lock Washer Co.,

Newark. N. J.
Railway Specialty & Supply

Co., Chicago.
St. Louis Car Co., St. Louis-,

Mo.

Nuts and Bolts.
Grip Nut Co., 152 Lake St.,

Chicago.
Lorain Steel Co., Philadelphia.
National Lock Washer Co.,

Newark, N. J.
Railway Specialty & Supply

Co., Chicago. .

Oilers.

Armstrong Oiler Co., 31st and
Chestnut St., Philadelphia.

Oils — (See Lubricants).

Overhead Equipment — (See Elec-
tric Railway Supplies).

Packings.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Johns-Manville, H. W., Co.,
New Tork.

Power Specialty Co., Ill
Broadway, New York.

Packing, Steel Wool Journal.
Robertson, Wm., & Co., Gt.
Northern Bldg., Chicago.

Paints.

Acme White Lead & Color
Works, Detroit.

Detroit Graphite Co., Detroit.

Goheen Mfg. Co., Canton, O.

Massachusetts Chemical Co.,
Walpole, Mass.

Standard Paint Co., 100 Will-
iam St., New York.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

U. S. Graphite Co., Saginaw.
Mich.

Pay- As-You- Enter Cars.
Pay-As- You-Enter Car Co., 26
Cortlandt St., New York.

Pipe Bends and Fittings — (See
Steam Fittings).

Plumbago.

Detroit Graphite Co., Detroit.

Mich.
U. S. Graphite Co., Saginaw.

Mich.

Poles, Metal.
Creaghead Engineering Co.,

Cincinnati, O.
Electric Railway Equipment

Co., Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Poles and Ties, Wood.

Advance Lumber Co., Cleve-
land, O.

Barnes. G. H., Hardwood
Lumber Co., St. Louis, Mo.

Beidler, Francis, & Co., Chgo.

Berthold & Jennings, St. Louis.

Churchill Cedar Co., Spokane.
Wash.

Humbird Lumber Co., Sand
Point, Idaho.

Lindsley Bros. Co., Spokane.
Wash.

Naugle Pole & Tie Co., 226
La Salle St., Chicago.

Pacific Coast Pole Co., Spo-
kane, Wash.

S-E. Missouri Cypress Co.,
Campbell, Mo.

Worcester, C. H., Co., Tribune
Bldg., Chicago.

Punches — (See Ticket Punches).

Rail Benders.
Electric Service Supplies Co..

200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co., Chgo.
Kalamazoo Railway Supply

Co., Kalamazoo, Mich.

Rail Bonds — (See Bonds, Rail).

Rail Brackets.
Beaver Dam Malleable Iron
Co., Beaver Dam, Wis.

Rail Drills— (See Drills, Track).

Rail Feed Wire — (See Wire and
Cables).

Rail Joints and Chairs — (See
Joints, Rail).

Rail Joints, Welded.
Goldschmidt Thermit Co., 43

Exchange PI., New York.
Lorain Steel Co., Philadelphia.

Rails, New.
Lorain Steel Co., Philadelphia.
New York Switch & Crossing

Co., Hoboken, N. J.
Wharton, Wm., Jr., & Co.,

Philadelphia.

Ralls, Relaying.
Zehiicker, Walter A., Supply
Co., St. Louis.

Railway Equipment.
Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Railway Velocipedes.
Fairbanks Morse & Co., Chgo.
Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Registers and Fittings — (See
Fare Registers).

Relays.

Weston Electrical Instrument
Co., Newark, N. J.

Roofing.
Johns-Manville. H. W., Co.,
New York.

Rubber Goods, Mechanical.
Wood, G. S., Great Northern
Bldg., Chicago.

Rubber Preservative.
Wood, G. S., Great Northern
Bldg., Chicago.

Sand Apparatus.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Kuhlman, The G. C, Car Co..
Cleveland.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Sash Balances and Fixtures.
National Lock Washer Co.,
Newark, N. J.

Sash Operating Devices.
Drouve, The G., Co., Bridge-
port, Conn.

Seats, Car — (See Car Seats).

Shade Rollers — (See Curtains,
Fixtures and Materials).

Shutters, Steel Rolling.
Kinnear Manufacturing Co.,
Columbus, O.

Signals.

Blake Signal & Manufactur-
ing Co., Boston.

Telegraph Signal Co., Roches-
ter, N. Y.

Signal Supplies.

Railway Specialty & Supply
Co., Chicago.

Skylights.
Drouve, The G., Co., Bridge-
port, Conn.

Snow Plows, Sweepers and
Scrapers.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

Snow Plows, Sweepers and
Scrapers — Continued.
Stephenson, John, Co., Eliza-
beth, N. J.
Wason Mfg. Co., Springfield,

Sockets, Waterproof.
Johns-Manville, H. W., Co.,
New York.

Special Agents.
Waddell & Mahon. 1133 Broad-
way, New York.

Splicing Compounds and Mate-
rials.

Massachusetts Chemical Co.,
Walpole, Mass.

Springs.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co..
Cleveland.

McGuire-Cummings Mfg. Co.,

Marshall, ' R. W., & Co., 95
Liberty St., New York.

Railway Steel Spring Co., 71
Broadway. New York.

St. Louis Car Co., St. Louis.
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield.
Mass.

Sprinkling Cars.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Steam Apparatus.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Steam Fittings, Etc.

Crane Co., Chicago.

Davis, The John, Co., Chgo.

Simmons, John, Co., 110 Cen-
tre St., New York.

Power Specialty Co., Ill
Broadway, New York.

Steel Cars.

American Car Co., St. Louis.

Brill. The J. G.. Co., Phila-
delphia.

Kuhlman. The G. C, Car Co.,
Cleveland.

Stephenson, John, Co.. Eliza-
beth, N. J.

Wason Mfg. Co.. Springfield,
Mass.

Steel Tapes.
Lufkin Rule Co.,
Mich.

Stokers.

Babcock & Wilcox Co., 85 Lib-
erty St., New York.

Green Engineering Co., Com']
Nat. Bk. Bldg., Chicago.

Model Stoker Co., Dayton, O.

Under-Feed Stoker Co. of Am.,
Chicago.

Westinghouse Machine Co.,
Pittsburg.

Storage Batteries — (See Bat-
teries).

"Strike- Breakers."

Drummond Detective Agency,
3 Ann St., New York.

Waddell & Mahon, 1133 Broad-
way, New York.

Superheaters.
Power Specialty Co., Ill
Broadway, New York.

Switches, Frogs and Crossings.
American Frog & Switch Co.,

Hamilton, O.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.
Cincinnati Frog & Switch Co.,

Cincinnati, O.
Cleveland Frog & Crossing

Co., Cleveland. O.
Fairbanks, Morse & Co., Chgo.
Lorain Steel Co., Philadelphia.
Morden Frog & Crossing Co.,

Rookery, Chicago.
New York Switch & Crossing

Co., Hoboken, N. J.
Railway Specialtv & Supply

Co., Chicago.

Switches, Frogs and Crossings —
Continued.
Wharton, Wm., Jr., & Co.,
Philadelphia.

Switchboards and Switchboard
Instruments.

Anderson, A. & J. M., Mfg.
Co., Boston.

Chase-Shawmut Co., New-
buryport, Mass.

General Electric Co., Schenec-
tady, N. Y.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg.

Weston Electrical Instrument
Co., Newark, N. J.

Tapes and Webbing.

Hope Webbing Co., Provi-
dence, R. I.

Johns-Manville, H. W., Co..
New York.

Massachusetts Chemical Co..
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Testing Instruments.

Weston Electrical Instrument
Co., Newark, N. J.

Ticket Choppers and Destroyers.
Patten, Paul B., Salem, Mass.

Ticket Punches.
Meyers, Fred J., Mfg. Co..

Hamilton, O.
Woodman Mfg. & Sup. Co..

Boston.

Tieplates.
Beaver Dam Malleable Iron
Co., Beaver Dam, Wis.

Ties and Poles, Wood — (See
Poles and Ties).

Timber.
Beidler, Francis, & Co., Chgo.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co..

Campbell, Mo.

Track Cleaners and Scrapers.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kalamazoo Railway & Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., (Mansfield, O.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn & Dutton Co.,
Cleveland, O.

Wason Mfg. Co.. Springfield.

Saginaw, Track Drills — (See Drills, Track).

Tracklaying Machinery.

Holman, D. F., Ry. Tracklaver
Co., 1102 Ellsworth Bldg.,
Chicago.

Track Tools.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Trimmings, Car.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Curtain Supply Co., Park Row
Bldg., New York.

Kuhlman, The G. C, Car Co.,
Cleveland.

National Lock Washer Co.,
Newark, N. J.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,

Wood, G. S., Great Northern
Bldg., Chicago.

Trolley Guards.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Trolley Poles and Fittings.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co..
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

THE

SYMINGTON JOURNAL BOX

FOR ELECTRIC TRUCKS

Now Standard on the Majority of Modern Electric Trucks of M. C. B. or Special Type

Special Notice!

WE ARE PREPARED TO FURNISH AT ONCE

the STANDARD JOURNAL BOXES of

THE AMERICAN STREET AND INTERURBAN RAILWAY ASSOCIATION

BALTIMORE

MD.

THE T. H. SYMINGTON CO.

CHICAGO

ILL.

THE

Van Dorn & Dutton Co.

CLEVELAND, OHIO

MANUFACTURERS OF

GEARS and PINIONS

<«* rr >V.

For All Types of Motors

HIGHEST QUALITY

Galena-Signal
Oil Company

FRANKLIN, PA.

THEIR SPECIALTIES

STREET RAILWAY LUBRICATION EfiKS££

house equipment.

Same skillful expert supt rvision given in t His service as in
steam railway service has produced very satisfactory results.
The business of our Street Railway Department has increased
beyond every expectation. In WOO this department sold
ten times the number of barrels of oil sold by the same de-
partment in 1903.

We are under contract with many of the largest street and
interurban railways of the country.

We guarantee cost per thousand miles in street railway
service when conditions warrant it.

Write to Franklin, Pennsylvania, for further particulars.

STEAM RAILWAY LUBRICATION ^^SS

< ;,ii, na < fa i
gi ■•' and Oar Oils for steam railway lubrication. S
'/'■ rfection Valm "'I for cylinder lubrication, and Perfection
Signal Oil for use in railway signal lanterns,

GALENA RAILWAY SAFETY OIL !^iKHSi!£

~ cab, classification
and tail lights, and for switch and semaphore lamps. Burns
equally well with the long time as with the one-day burner;
with or without chimney as the burner requires. Is pure
water white in color; high fire test, low cold test, and
splendid gravitv.

CHAS. MILLER, President

11'

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

CLASSIFIED LIST OF ADVERTISERS Continued.

Trolley Retrievers and Catchers.

Earll, C. I., Bowling Green
Bldg., New York.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

Milloy Electric Co., Bucyrus.O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Trolley Supply Co.. Canton, O.

Trolley Wagons.
Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Trolley Wheels — (See Trolley
Poles and Fittings).

Trolley Wire — (See Wire and
Cables).

Trolleys, Track.

Cleveland Armature Works.
Cleveland, O.

Trucks, Car.

American Car Co., St. Louis.

Baldwin Locomotive Works,
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co..
Chicago.

St. Louis Car Co., St. Louis.
Mo.

Standard Motor Truck Co.,
Pittsburg, Pa.

Standard Varnish Works, New
York City.

Stephenson, John, Co., Eliza-
beth, N. J.

Trucks, Car — Continued.

Van Dorn & Dutton Co.,

Cleveland, O.
Wason Mfg. Co., Springfield,

Mass.

Turbines.

General Electric Co., Schenec-
tady, N. Y.

Hooven-Owens-Rentschler Co.,
Hamilton, O.

Westinghouse Machine Co.,
Pittsburg, Pa.

Uniforms.
Henderson-Ames Co.. The.
Kalamazoo, Mich.

Valves — (See Steam Fittings).

Varnish.

Acme White Lead & Color
Works, Detroit.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Massachusetts Chemical Co..
Walpole, Mass.

Milloy Electric Co., Bucyrus, O.

Nuttall, R. D., Co., Pittsburg.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Star Brass Works, Kalama-
zoo, Mich.

Trolley Supply Co., Canton, O.

Wallace Supply Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Ventilators.

Drouvg, The G., Co., Bridge-
port, Conn.

Bellamy Vestlette Mfg. Co.,

Cleveland, O.
Waste, Cotton and Wool.
Hagy, J. Milton, Waste Wks..

Philadelphia, Pa.
Railway Specialty & Supply

Co., Chicago.

Water Softening Apparatus.
Dearborn Drug & Chemical

Works, Chicago.
Kennicott Water Softener Co.,
Chicago.

Wheels and Axles.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Griffin Wheel Co., Chicago.

Kuhlman, The G. C, Car Co.,
Cleveland.

Lorain Steel Co., Philadelphia.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Railway Steel-Spring Co.,
New York.

St. Louis Car Co.. St. Louis.
Mo.

St. Louis Car Wheel Co., St.
Louis.

Standard Steel Works, Phila-
delphia.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Wheel Grinders.
Wheel Truing Brake Shoe Co.,
Detroit, Mich.

Bridge-

America,

America,
Works,

Window Fixtures.
Drouve, The G.,
port, Conn.
Wiping Rags.
Hagy, J. Milton, Waste Wks.,
Philadelphia, Pa.
Wire, Aluminum.
Aluminum Co.
Pittsburg, Pa.

Wire, Insulated.

Aluminum Co.
Pittsburg, Pa.

American Electrical
Providence, R. I.

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

Stuart-Howland Co., Boston.

Wire and Cables.

Aluminum Co. of America,
Pittsburg, Pa.

American Electrical Works,
Providence, R. I.

Bridgeport Brass Co., Bridge-
port, Conn.

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

TROLLEY WIRE, BARE COPPER CABLES
WEATHERPROOF WIRE AND CABLES

STANDARD UNDERGROUND CABLE CO.

q Francisco Chicago

PNEUMATIC TOOL

AIR BRAKE

and FIRE

HOSE

GUILFORD S. WOOD

Great Northern Bldg., Chicago

Ring in the Old

Don't Buy the New

Get a can of ARMALAC and go after that
rotten or burned out armature according
to directions — you will save money.

Sample for the asking to street railways
and manufacturing electric companies.

SEND FOR OUR BOOKLET ANY W A V .

MASSACHUSETTS CHEMICAL CO.

Walpole, Mass.

Motor Packing Waste

4 It is free from dirt and grit, holds the oil better
and is easier to pack than ordinary waste.
^[ One packing of the journal box will last longer
than with other waste. Used by leading traction
companies and electric motor manufacturers.

All grades of white and colored wiping waste, also
sanitary cleaned wiping rags. Samples submitted.

The J. Milton Hagy Waste Works

433 Spruce St. incorporated Philadelphia

THE BABCOCK & WILCOX COMPANY

Babcock & Wilcox ■

85 Liberty Street, New York
Stirling- A & T Horizontal

Cahall Vertical

WATER TUBE STEAM BOILERS

STEAM SUPERHEATERS

Boston, Delta Bldg.

Philadelphia, 1110-1112 North American Bldg.

San Francisco, 63 First Street

Pittsburgh, Farmers Deposit Nat. Bank Bldg.

Nbw Orleans, 343 Baronne St.

Works: Bayonne, N.J. Barberton, Ohio.

BRANCH OFFICES:

Denver, 410 Seventeenth St.
Salt Lake City, 313 Atlas Block
Washington, Colorado Building
Chicago, Marquette Bldg.
Atlanta, Ga., 1132 Candler Bldg.

MECHANICAL STOKERS

Cleveland, 706 New England Bldg.
Mexico City, 7 Avenida, Juarez
Havana, Cuba, 116(4 Calle de la Habana
Los Angeles. 321 Trust Bldg.
Cincinnati, O., Traction Bldg.

January 11, 1!

ELECTRIC RAILWAY REVIEW

Hart Convertible

CONSTRUCTION/^ A *T%
BALLAST V^/TLrV

Steel Passenger Cars and Trucks

For Steam and Electric Railways
Steel and Composite Freight Cars for all Classes of Service

Pressed Steel Car Co.

Offices: PITTSBURGH, NEW YORK, CHICAGO, ATLANTA, ST. LOUIS, MEXICO CITY, SYDNEY, N. S. W.

FOR SALE. FOR QUICK DELIVERY

6 55-ft. Passenger, Baggage
and Smoking Car Bodies

Main Compartment 26' 0"

Smoking " 10' 6"

Baggage " 10' 0"

Seating Capacity, 54

8 60-ft. Passenger, Baggage
and Smoking Car Bodies

Main Compartment 28' 6"

Smoking " 11' 0"

Baggage " 8' 0"

Seating Capacity, 58

5 52 -ft. Passenger and
Smoking Car Bodies - End ble

Seating- Capacity, 60

3 52 -ft. Passenger and
Baggage Car Bodies— e»

Seating Capacity, 56

Double
d

2 50-f t. Express Car Bodies

Write or wire us for further information.

The Jewett Car Co. N S> rk

€

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

■P^LJ

The "WALLACE" Double Door Fixture

"The best thing that has yet been brought out for operating
simultaneously two doors in opposite directions"

flA traction man said this — and he knew just what he was talking about, for he had had experience with the
"Wallace" and with others. flYou ought to know how satisfactory the "Wallace" Fixture is to passengers and to
the management, ^]ust send for Bulletin No. 3, please.

" c ;"w?s;; ,T Wallace supply company ,,t - j ssssr"-

THE "ANTI-PLUVIUS"

Smjr w | ■ f± |j Tp Lets in all the light.
f\ I LSvln I Keeps out all rain and dust.

It has so many points of superiority that one small space cannot

tell of them all.

Over 3,000,000 square feet in use is proof of goodness.

We would like to have the opportunity of demonstrating our claims.

°1§3) Anti-Pluvius Skylight as used iu Train Shed of new Hoboken Terminal.

It is a pleasure to send catalogues and
furnish estimates. Let us hear from you.

G. DROUVE COMPANY, Br.d B ep.rt,Con„.

Western Office, 40 Dearborn Street, Chicago.

Brown Hoist Electric Locomotive

CRANES

DO valuable service in lifting around

POWER STATIONS AND CAR HOUSES

EVERY SORT OF. HOISTING APPARATUS IS SHOWN IN OUR CATALOGUE

THE BROWN HOISTING MACHINERY CO.

HAVEMEYER BLDG, NEW YORK CLEVELAND OHIO FRICK BLDG., PITTSBURG, PA.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

The Blake

Signal

System

Increases Safety
of Operation

It is easy to change meeting points on high-speed
interurban roads using the Blake Signals, and it is not
possible for train crews to run by new meeting points
(except through gross and inexcusable negligence)

— because, after having given the order in the usual
manner, the dispatcher sets a semaphore and red light
at the meeting place.

Another strong safety point is that the dispatcher
can stop a train crew at any signal point they are
approaching and give them orders.

Economical to install and to operate.
Ask for descriptive pamphlet, please.

Blake Signal & Manufacturing

2*6 Summer St. LlOlIlpany Boston, Mass.

WiE^EsRNJELEGTR I C

<=Z CZ>K/1 F=>>2<r>>4><~1

INSURE YOUR LINES

by using our guaranteed

HIGH TENSION

INSULATORS

We make them in all sizes for all
classes of service.

Send for circulars and prices

Special Work for Street Railways

Switches

Mates

Frogs

and Crossings
with Hard
Steel Centers

Cast Weld Compromi>e Kail

Barbour - StOckwell Co., 205 Broadway, Cambridgeport, Mass.

" ' ■ ■ ■■ — »

WHARTON SPECIAL TMCK WORK

OF EVERY DESCRIPTION

FOR ALL CLASSES OF

MANGANESE

STEEL FOR A

IS OUR SPECIALTY. incorporated.

Philadelphia. Pa. Jenkintown.Pa.

ELECTRIC RAILWAY REVIEW

Vol. XIX, Xo.

Every man who ought to know the difference between correct
and incorrect operation of electric cars should have

The Motorman
and His Duties

LUDWIG GUTMANN

CONSULTING ELECTRICAL ENGINEER

SIXTH EDITION REVISED AND ENLARGED BY

LAWRENCE E. GOULD

EDITOR ELECTRIC RAILWAY REVIEW

This is the standard handbook on
the theory and practice of electric
car operation. A glance at the
contents, here shown, will give a
slight idea of the comprehensive-
ness of the work.

The revised, enlarged and improved
sixth edition is now ready. It has
200 pages; 1 38 illustrations; three
folding sheets of charts and dia-
grams; cloth binding.

Price, $1.50 per copy, prepaid.

Send for 16-page pamphlet containing
sample pages, etc.

The Wilson Company

CONTENTS

CHAPTER 1

page

CHAPTER II

Principles of the Electric Motor

CHAPTER III

Generating and Distributing

CHAPTER IV

Overhead Circuit and Third Rail

CHAPTER V

The Electric Railway Motor. ...

CHAPTER VI

Car Wiring and Parts

CHAPTER VII

CHAPTER VIII

Mcltiple-Unit Control

. 116

CHAPTER IX

Operation of Controllers

129

CHAPTER X

Brakes and Their Operation

140

CHAPTER XI

How to Remedy Troubles

. 175

187

160 Harrison Street
Chicago

January n. L908.

ELECTRIC RAILWAY REVIEW

This is the Plain Arc Headlight

Made in 14-inch. Ask about the Combination Arc
and Incandescent Headlight.

The Motorman
Behind This Headlight

can see a car approaching from the opposite direction
much sooner than he would be able to see either
the reflected or direct rays of an ordinary headlight.

Reason : Because of the peculiar construction of the
Climax Headlight a portion of the reflected rays of light is
projected upward, while its most powerful light is thrown ahead.

Result: Safer operation and a great reduction in the
probability of accident.

WRITE TODAY FOR CATALOG

TROLLEY SUPPLY COMPANY

Canton, Ohio

Girder Rail Benders

"PHIS rail bender is
made in two sizes
and will bend any sec-
tion of rail now on the
market. These tools
are all portable and
mounted on wheels.

Our tools thoroughly guaranteed

THE WATSON-STILLMAN CO.

26 Cortlandt Street, New York City

Branch Office, 453 The Rookery, Chicago, 111.

Factory of The Milloy Kl

The Milloy Trolley Base

built in our new and specially equipped
factory, insures a quality which will give ex-
cellent service under ordinary and extraor-
dinary conditions.

The Milloy Base is unusually low, has even
tension on high or low wire. Has no ful-
crum, no friction, no oil, no center post.
Always efficient. Particulars on request.

THE MILLOY ELECTRIC COMPANY

Bucyrus, Ohio

The Macallen Company

Formerly The W. T. C. Macallen Co.

Electric Railway
Material

Brass Founders

Foundry and Division Streets, BOSTON, MASS.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

WKXXOV'.N'-

f*f\T TTTVfRT A CARBON BRUSHES wear smooth, take a

high polish and will outlast any other long

ife brushes made, with less wear on commutator.

NATIONAL CARBON CO. Cleveland, Ohio

THEY NEVER PULL UP"

■ ■.L.ER ANCHOR CO., Norwalk, Ohio

ELECTRIC SERVICE SUPPLIES CO., Chicago Agents

Jobbers who publish
a new catalogue should
have one of our cuts.

THE ATLAS ANCHOR CO., Cleveland, Ohio

t ^fiR^ M

^igg jj^

BALDWIN LOCOMOTIVE WORKS

BURNHAM, WILLIAMS & CO., PHILADELPHIA, PA.. U. S. A.

Builders LOCOMOTIVES OF EVERY DESCRIPTION

Including ELECTRIC LOCOMOTIVES and

ELECTRIC TRUCKS

STAITOARD STEEL WORKS,

SOLID FORGED ROLLED AND STEEL TIRED WHEELS elliptic and

HARRISON BUILDING
PHILADELPHIA. PA.

mounted on axles and fitted with Motor Gears for Electric Railway Service

COIL SPRINGS

PIPE FITTINGS

AND VALVES

FOR THE

[HEATING AND PLUMBING TRADE

TRADE <^§^ MARK

I doHM Simmons Co.

104-110 Centre Street, new york

The Lorain Steel Company

Girder Rails and High Tee Rails
High-Grade Special Track Work

THE PENNSYLVANIA BUILDING, PHILADELPHIA, PA.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

STEEL WOOL
JOURNAL PACKING

— saves one-half the packing
— saves one-third the oil
— saves labor and wear
— prevents hot boxes positively
No other packing you ever heard of can do these tilings !
\, ml today for fn • nampU

ROBERTSON & COMPANY

WM.

Northern Bldg., Chii 100
i St., Battle Creek, Mich.

One road writes as follows:

"All doubts that we had in the beginning
about the merits of your

Whitmore's
Gear Protective Composition

have been thoroughly removed. The re-
sults from the use of this material are far
beyond our expectations. You are en-
titled to great success."

We are in position to do the same thing f"i yon.

The Whitmore Manufacturing Company

CLEVELAND, OHIO. t. S. A. 1

The Signal System

that prevents accidents
facilitates traffic and
promotes adherence to
schedules

is made by the

TELEGRAPH SIGNAL COMPANY

282 State Street,

Rochester, N. Y.

10c per

day

will heat that car if you use
1 a COOPER HEATER

Ask for descriptive matter
The Cooper Heater Co., Dayton, Ohio

"Not an
Experiment"

The Providence Fender has
been in successful operation
on hundreds of roads for
1 3 years, and has proved
itself reliable under all
conditions of Street Rail-
way service.

CONSOLIDATED CAR FENDER COMPANY

European Agen

:e and Factory: PROVIDENCE, R. I.

h Office: 110 E. Twenty-third St.. New Ynr
Cumptoire d'Eleetricite, ti, Rue Boudreau,

ALBERT & J. M. ANDERSON MFG. GO.,

Makers of

ELECTRICAL APPLIANCES:

SWITCHES, SWITCHBOARDS,
TIME SWITCHES, LINE MATERIAL,
COPPER CASTINGS(75^) CONDUCTIVITY.
289-293 A ST., BOSTON, MASS., U. S. A.

York, 185 Broadway.

Chicago
Agencies:
i. San Francisc

175 Dearborn Street.

Boston, Pettlngell-Andi
New York, R. W. Marshall &. Co. Atlanta, Newco
St. Louis, J. C White. Denver, E. M. M

Toronto, Ont., H. J. Surtees

Eccles & Smith Co.
■ner-Manry Co.

ALUMINUM

Railway Feeders

Alnminum Feeders are less than one-half the
weight of copper feeders and are of equal con-
ductivity and strength. If insulated wire or cable
is required, high grade insulation is guaranteed.

Write for prices and full information.

Aluminum Company of America

PITTSBURGH, PA.
Formerly The Pittsburgh Reduction Company

WAKEFIELD CAR SEATS

We make everything necessary to seat a car
of any description. Our line includes Revers-
ible seats of both the Slideover and Turnov
types for Steam and Electric serv-
ice, as well as the only practical
Double Revolving seat on the
market.

Our Longitudinal Spring Seat-
ing is unexcelled for superiority
of workmanship and durability.

We also carry a large variety
of Rattan Chairs for Parlor and
Observation Cars.

Heywood Brothers &
Wakefield Company

New York, IS. Y.

Wakefield. Ma

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

CLASSIFIED ADVERTISEMENTS

Undisplayed advertisements are inserted under this heading at the uniform rate of one cent a word; minimum, charge twenty-five cents.
Replies directed to this office will be forwarded tohen required to any address in the United states, Canada or Mexico without extra charge.
Advertisements received at the Chicago office by 9 a. m. Thursday will appear in the issue for the same meek.

POSITIONS WANTED.

Position wanted by a young
man (23) of good habits; have
■been connected four years with
the operating and purchasing
•departments of an electric street
railway company; can give good
references. Address "No. .v_'x,
care of Electric Railway Review.
■Chicago.

Position as chief electrician or
superintendent; 16 years expe-
rience lighting, power and trac-
tion work, alternating and di-
rect current; graduate of well-
known school; excellent testi-
monials; disengaged. Address
"No. 529," Electric Railway Re-
view, Chicago.

Auditor, experienced in elec-
tric railway and lighting and

construction accounting, wants
position with fair-sized com-
pany. Energetic and good sys-
tematize!-. Best references.
Address "No. 527," care of
Electric Railway Review, Chi-
cago.

POSITIONS WANTED.

Graduate civil engineer, Cor-
nell University 1902, experi-
enced in field work and trade
journalism, now engaged, de-
sires work with technical jour-
nal or publicity department of
manufacturing establishment.
Address "No. 525," care of Elec-
tric Railway Review, Chicago.

MISCELLANEOUS WANTS.

You can sell second-hand cars,
machinery and material through
advertising on this page. Ask
about the special rates. Elec-
tric Railway Review, 160 Harri-
son Street, Chicago.

POSITIONS OPEN.

Superintendents, street rail-
way, machine shop, car works,
power house, engineers, elec-
trical and mechanical, drafts-
men, electrical and mechanical.
Salaries, $800 to $5,000. Other
positions open. Write, HAP-
GOODS, 305 Broadway, New
York, or 1010 Hartford Bldg.,
Chicago.

BOOKS AND PUBLICATIONS.

Ask us about any book on
electric railway and allied sub-
jects. We publish some and sell
all that are in print. The Wil-
son Company, 160 Harrison
Street, Chicago.

Wanted — Copy of the Electric
Railway Review of January 12,
1907, in gool condition. State
price in your answer. Address
"No. 530," care of Electric
Railway Review. Chicago.

We want your friends to read
the Electric Railway Review.
You will do them — and us — a
favor by sending their addresses.
We will- gladly mail free sample
copies. Electric Railway Review,
160 Harrison Street, Chicago.

BOOKS AND PUBLICATIONS.

National Legislation on Inter-
state Commerce to July 1, 1906,
is fully covered in our reference
pamphlet. It contains the full-
text of the act to regulate com-
merce as amended, including the
Elkins and Hepburn acts, and
of the supplementary act relat-
ing to the testimony of wit-
nesses before the interstate
commerce commission. It also
contains the texts of the expedi-
tion act, the anti-trust act of
1890, the employers' liability act
and the safety equipment laws.
Difference in type shows the
parts expunged from, and the
parts added to, the interstate
commerce and Elkins acts by
the Hepburn act. This pamphlet
is of special value to railway
men and lawyers. Mailed pre-
paid for 25 cents in stamps or
coin. Special prices for quanti-
ties. The Wilson Company, 160
Harrison St.. Chicago.

Two Kinds of

Effective Advertising

at Small Cost

Want Ads

Useful in securing a position, or a
man to fill it, and for many other
purposes. One cent a word per in-
sertion — minimum charge, twenty-
five cents. Replies forwarded with-
out charge to points in the United
States, Canada and Mexico.

For Sale Cards

Second-hand equipment, tools, ma-
chinery, etc., are best brought to
the attention of possible buyers by
using "For Sale" cards. Rates are
very low, ranging from 60 cents to
$1.20 an inch per insertion, depend-
ing upon amount used.

More publicity for less money than from any other

ediur,

ELECTRIC RAILWAY REVIEW

160 Harrison Street, Chicago

January 1 1, 1908.

ELECTRIC RAILWAY REVIEW

•2\

RE- ENFORCED

SPOKE WHEELS

For City and Suburban Cars

This wl I is being

nl. in ir.nl iii place
of the Old Style Plate

Wl I because it does

not rumble and roar
when "" paved city
streets.

Tl iily spoke

wheel for Heavy
High Speed Serv-

Stronger Spokes

Stronger Flange
Deep, Even Chill
Greater Mileage

Absolute Safety

A Sample Order Will Prove Its Superiority Over the
Old Style Spoke Wheel

WRITE FOR BOOKLET ON WHEELS

ST. LOUIS CAR WHEEL CO.

ST. LOUIS, MO.

FOR SALE CHEAP!

One 14l22 eight-wheel locomotive
Ten 34-foot 50,000 capacity flat cars
Two Greenleat turntables
70 boi cars, 40 aid 50,000 capacity
80 Good Second-hand Bridges
Specifications and Blue Prints on application
F. A. JOHANN

1624 Pierce Bldg., St. Louis, Mo.

ROSSITER, MACGOVERN & CO. (inc.)

90 West Street, New York

FNfilNFS Boilers, Locomotives, Cars,

B GENERATORS ™

Transformers, Railway, A. C. & D. C. MU 1 UK J

THE MIGHTY
MIDGET

HOT WATER CAR HEATER

Adapted for Large Electric Cars and Long Distance Lines. Exclusively used on Largest Electric Systems. Ask for Catalog

THE WILLIAM C. BAKER HEATING & SUPPLY CO., 143 L i B E E w RT Y Y OR s K TREET

NILES CARS

(The Electric Pullmans)

LARGE, FAST INTERURBANS
OUR SPECIALTY

Niles Car & Mfg. Co.

Works: NOES, OHIO

Sales Office : J. A. HANNA CO.
312 Electric Bldg., Cleveland, Ohio

Avoid
Accidents

By Using
' This
Switch

SPECIAL TRACK WORK OF
EVERY DESCRIPTION

Anti- Straddling or Anti-
Kicking Tongue Switch

New York Switch & Crossing Co.

HOBOKEX, X. J.

It will not drive down at the

heel, because it is held to either

side with a spring tension and

firmly down on its

bed. A car can not

straddle this tongue.

WRITE FOR SPECIAL
CIRCULAR

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

The Lindsley Brothers Company

Producers and Shippers of

nd Manufacturers of

WESTERN CEDAR POLES RED FIR CROSS ARMS

Eastern Sales Office, Monadnock Bldg., CHICAGO SPOKANE, WASHINGTON

ELECTRIC BLUE PRINTING MACHINES

J. H. WAGENHORST & CO., Youngstown, Ohio

Largest Manufacturers of Blue Printers in the World

Write foe Circular "I"

G. H. BARNES HARDWOOD LUMBER CO.

Office and Yard: Main and Warren Sts., ST. LOUIS, MO.

Ties, Car Oak, Poplar, Ash, Cherry, Plain and Quartered Oak

C. H. WORCESTER CO.

W J< »7ll r ■ =!•] m =*cj

PRODUCERS AND WHOLESALERS

Suite 1710 Tribune Building

CHICAGO

GREEN FUEL ECONOMIZER CO.

Sole builders of the Green Fuel Economizer in the United
States. Also Fans, Blowers and Exhausters St. -am H.-at-
ing Coils and the Green .Air Heater. Heating, Ventilating
and Mechanical Draft Apparatus. Send for Book "SV"
on Fuel Economy and Fan Catalogue.

GREEN FUEL ECONOMIZER CO., MaUeawan, N. Y.

We have in our Chicago Yard avail-
able for RUSH SHIPMENTS a SE-
LECTED STOCK of POLES and TIES

NAUGLE POLE AND TIE CO.

Chicago Office, 226 La Salle Street

We are Producers and Wholesale Dealers in Western

CEDAR POLES

Yards in Washington, Idaho, Montana

and British Columbia

WRITE US FOB DELIVERED PRICES

CHURCHILL CEDAR CO., B« 1409. Spokane, Wash.

HEINE SAFETY BOILER CO.

CHESTNUT POLES

Cedar, Oak and Chestnut Ties

fHOM OUR OWN TIMBER tANOS

THE ADVANCE LUMBER CO.

CLEVELAND, OHIO

40% SAVED

BY USING

Lumen Bronze Axle Bearings

Cast in metal mold— require no-machine finish

Lumen Bearing Company

BUFFALO — TORONTO

Idaho Cedar Poles

PACIFIC COAST POLE CO.

SPOKANE WASH.

POLES and PILING

20,000 35s and 40s
Ready to Ship at Once

S=E. Missouri Cypress Co., Campbell, Mo.

1 WHITE
CEDAR

Large Stock 14 to 65 ft. 1

Prompt
Shipment

P O L E S

YARDS: 1 _■

1 Menominee, Mich, ^^^B^|
1 Escanaba, Mich. ^^^^^H
I Superior, Wis. ^L^^B
1 Deer River, Minn, ^f* J

FRANCIS

BEIDLERl

& CO.

Chicago, III. 1

January 11, 1908.

ELECTRIC RAILWAY REVIEW

THE BOILERS WILL BE OUT OF SERVICE

a much shorter time for washing, thereby requiring very much less labor, to say nothing of the
saving in fuel and the increased efficiency of the boilers, if the incrusting solids and other delete-
rious salts in the water are acted upon by Dearborn Compounds and their injurious proper-
ties destroyed. flSend us gallon sample of \our feed water for analysis.

Dearborn Drug & Chemical Works

WM. H. EDGAR. FOUNDER
299 BROADWAY, NEW YORK POSTAL TELEGRAPH BLDG., CHICAGO

WESTON Standard Portable Direct-Reading

Voltmeters
Millivolt meters
Voltam meters
Ammeters
M ilia in in elcrs
Ofammeters
Ground Detectors
and Circuit Testers

Our STATION VOLTMETERS and
AMMETERS are unsurpassed in
point of extremB accuracy and low-
est consumption of energy.

WESTON ELECTRICAL INSTRUMENT CO.

Main Office and Works: Waverly Park. Newark. N . J.
London Branch: Audrey House, Ely Place, Holborn. Port*. France:
E. H. Cadiot, 12 Eue St. Georges. New York Office: 74 Cortlandt St.
Berlin: European Weston Electrica! Instrument Co., Ritterstrasse, No. 88.

Queen Testing Sets

"Tlte Recognized
Standard"

U. S. Stand-
ard Testing
Sets

Queen Acme Testing Set

QUEEN & CO., inc.. Philadelphia, Pa.

Coach and Car Roof Paint

"Metal" Canvas Preserver — Priming Coat
"Metal" Canvas Roof Paint— Other Coats

TlOUI
SURFACER
PECIALTIEj

ST. LOUIS SURFACER
'"' & PAINT COMPANY

St. Louis, U. S. A.

HOPF TAPES AND
iAUAiJ WEBBINGS

AEE THE BEST
WRITE FOR SAMPLES AND PRICES

HOPE WEBBING CO., Providence, R. I.

(End View)

Has adjustable steel noses — suit-
able for general urban and light.
interurban service. The most
efficient low priced electric
Miow-plow on the market.

The RUSSELL Pedestal
Electric Snow-Plow No. 6

RUSSELL CAR & SNOW-PLOW COMPANY, Ridgway, Pa.

Wendell & MacDuffie. Cortlandt St., New York— Eastern Sales Agents;
Robinsuu a Cary Co., St. Paul. Minn., C- A. Ralst-.n, Fisher Bldg . Chicago,
111.— Western Sales Agents ; Dominion Supply Co., Winnipeg, Manitoba —
Western Canada Sales Agents.

PATTEN TICKET DESTROYER

Don't burn your used tic
avoid fraud. Remember, i
tp destroy anything of valt

Sell the old stock — it will soon pav for machine.

In use on the Boston A Northern R. R..01d Colony
St. Ry. Co., Brockton St. Ry. Co.. Waterbury El. Co.,
Bridgeport Traction Co., Buffalo Ry. and others.

Write for circular.

PAUL

78 Lafayette Street

PATTEN

Salem, Mass., U.S. A.

HELP

of any kind is easily
and quickly secured
by advertising in the Electric Railway
Review. One cent a word per insertion.

Electric Railway Material

of every description

F. P. HARRISON ELECTRIC & MFG. CO.

(Incorporated)

169-170 South St.

NEW YORK

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

The A rnold C ompany -

ENGINEERS -CONSTRUCTORS
ELECTRICAL — CIVIL- MECHANICAL

CH ICASO

M. 2V1. Byllesfoy «St Company

Incorporated

ENGINEERS

American Trust Bldg., Chicago

Design. Construct and Operate

Railway. Light, Power and

Hydraulic Plants

J. G. WHITE & COMPANY

INCORPORATED

Engineers, Contractors

43-49 Exchange Place, Sl*»««. V^uLr M V

41-43 Wall Street NeW York, N. Y.

Principal Philippine Office: Manila, P. I.

jforfc, 38acon & Vwi$ f

£nginem,

115 BROADWAY,

NEW YORK.

COLUMBIA CONSTRUCTION CO.

BUILDERS OF

Electric Railways

Colby and Abbot Building : Milwaukee, Wis.

VALVES— FITTINGS-STEAM SPECIALTIES

CRAN E CO.

CHICAGO

ESTABLISHED 1855

STONE & WEBSTER ENGINEERING
CORPORATION

CONSTRUCTING ENGINEERS

147 MILK STREET, BOSTON

ELECTRIC RAILWAY, LIGHT & POWER PLANTS
WATER POWER DEVELOPMENTS

A. L. REGISTER & CO.

Engineers and General Contractors— Electric Railways
112 North Broad St. PHILADELPHIA, PA. Established 1889

CENTRAL INSPECTION BUREAU

Inspection of Ralls, Ties, Cars, Motors, Bridges, Buildings, Etc.

17 State Street ... - new York City

SMITH concrete: mixer

does the work better, quicker, cheaper and lasts longer.
CONTRACTORS' SUPPLY & EQUIPMENT COMPANY

Old Colony Building . Chicago 1711 Broadway . New York jj

UIINE MATERIAL.

ELECTRIC SUPPLIES FOR RAILWAYS, POWER PLANTS, ETC.
THE CREAGHEAD ENGINEERING CO., 346 Main Street, Cincinnati, Ohio

to iiiviitL 4ivni.ii vvmrHni ohio

for detailed -'.niormation about the best
AUTOMATIC SMOKELESS FURNACE

SPRINGS— TIRES— STEEL-TIRED WHEELS

RAILWAY STEEL-SPRING CO.

General Offices: 71 Broadway, New York

WHEEL TRUING BRAKE SHOES

Repair Crippled Wheels While Running
THE WHEEL TRUING BRAKE SHOE CO.. Detroit. Mich.

vJOIlcllS G. G. REITER, Canton, Ohio Jj"lIlS

THE CURTAIN SUPPLY CO.

CAR CURTAINS
CHICAGO. 85-93 Ohio Street 1819 Park Row Bldg., NEW YORK

ECLIPSE

Life Guard

Manufactured by the

ECLIPSE RAILWAY SUPPLY CO.

Cleveland, Ohio

ENGINEERS

who wish to be numbered among the
elect should be represented on this page

The cost is small — ask us about it

ELECTRIC RAILWAY REVIEW

160 Harrison Street, Chicago

Januarj 1 1. 1908

ELECTRIC RAILWAY REVIEW

Gasoline

Motor Cars
for Street
Car Service

fl Can be used advantageously
for owl car service and On
branch lines of large railroads
where the passenger traffic does
not warrant the maintenance
of a regular train schedule.

Address R. R. Dept. No. 757 MS

Fairbanks, Morse 8k Co.

CHICAGO, ILLINOIS

THE

EARLL
RETRIEVERS

Perfect in design and construction.

Absolute protection to poles

and overhead work.

Easy to maintain and convenient

to operate.

Send for 20-Paye Catalogue.

C. I. EARLL, Bowling Green Bldg, NEW YORK

THE PETER SMITH HEATER CO.

The Pioneer Manufacturers of HOT WATER HEATERS
for City and Interurban Cars.

OFFICE AND WORKS: DETROIT, MICH.

THE NATIONAL LOCK WASHER CO.,

Curtains

Curtain Fixtures — Sash Locks — Sash Balances — INut Locks
CHICAGO OFFICE: 419 MONADNOCK BLOCK

TRACKLAYING BY MACHINERY

BIMPLB, RAPID AND ECONOMICAL

D. F. HOLMAN RAILWAY TRACKLAYER CO.. 1103 Ellsworth Bldg., Chicago

SHIMER &

CHASE CO.

Experienced Pr

• motors of Electrical Railway

Projec

Corresponden

ce Solic

ited

OMAHA.

NEB.

ELECTRIC HEATERS o^aVs 018863
New York Consolidated Car-Heating Co. Chicago

GRIFFIN WHEEL CO.

CHICAGO

CHILLED IRON CAR WHEELS IRON OR STEEL AXLES

E. C. Van Valkenburgh

Promotional Advertising
for Electric Railways
2117 West 102d St.
CHICAGO

te& by incr> Lisiuij /jour /."ss< i>>i> r it ,ibng<:

Have you our feT^~»

New Bulletin No. 8?

ASK OS

GENERAL

STORAGE BATTERY CO

General Offices : 42 Broadwaj. N.Y .
Works: Boonlon. N. J.

High Grade Caps

for street railway men. Our
prices will interest all who
wear caps. Send for Electric
Railway Uniform catalog.

The Henderson-Ames Co.

Kalamazoo. Mich.

The

Recording

Fare Register

Company

Catalogs at Agencies
Baltimore. Md. Portland. Ore.

Boston, Mass. Seattle. Wash.

Chicago, DJ. St. Paul. Min n.

Denver, Colo. St. Lou i -..Mo.

Pittsburg, Pa. Troy, N. Y.

London, Eng.

Montreal, Can.

CONTINUOUS JOINT

WKBEK JOINT

WOLUAUI'TEK JOINT

Higitf.st Awards— Paris, 1900)

Buffalo, 1901 ; St. Louis, 1904

THE RAIL JOINT COMPANY

General Offices: 29 West 34th Street, New York City

Makers of Rail Joints for Standard and Special Rail Sections, also
Girder. Step or Compromise, and Insulating Kail Joints, protected by
patents in United States and Foreign Countries.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

PAINTS FOR METAL SURFACES

Elastic and water-proof. Will
not crack or peel. Require no
thinning. Prepared ready for
application. Send for colorcard.

Detroit Graphite Company

DETROIT, MICH.

Dept. P.

ICRANESl

Have you coal and
ash handling problems?
Let us help solve them.
Let us also build your
power station cranes.

Catalogs free

NORTHERN ENGINEERING WORKS. °S!J?"'

USE

BEAVER DAM
MALLEABLE IRON
TIE PLATES

Best for all electric railways and so
proven by years of service.

Ask us to tell you why

Beaver Dam Malleable Iron Co,

BEAVER DAM, WISCONSIN

Experience of many traction companies has proved that
the average cost of rail bond installation with this car is

12 Cents per Bond

and that the saving in cost over
installation by pressure is about
$75.00 per mile.

Furthermore, our Electric
Brazed and Copper Welded
bonds are better bonds, both
mechanically and electrically.

Don't believe it without
proof — but ask us for that.

The Electric Railway Improvement Co.

6005 Carnegie Avenue, Cleveland, Ohio

Ptectric Railway Review

PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY. CHICAGO

Entered as second-class matter January 5. 1907, at the postofflce at Chicago. 111., under the act of March 3. 1879.

160 Harrison Street, Chicago v ,-,, .-.,■,,„ . ^^ , - . T » T . -p.-.* , ., - m „

1E0 Nassau Street. New York VO v » CHICAGO, JANUARY 11, 1908.

1529 Williamson Bldg., Cleveland

Subscription : I rtic

Foreign .

' . a da

[nterurban roads connecting large cities with a number of
smaller towns may receive a valuable suggestion of a means
for promoting their traffic from the Spo-
Theater kane & Inland Empire Railroad of Spokane.

Train Wash. This company, whose enterprising

Service. methods of advertising and excellent serv-

ice have often been described, has for a
year past been operating special Saturday night theater trains
leaving Spokane at 11:20 p. m.. for all points on the Coeur
d'Alene division. It took nearly a year to develop the traffic
to make such a train pay, but the results have recently proved
so satisfactory that on January 1 a similar service was insti-
tuted on the Spokane & Inland division. The trains leave
the Spokane terminal at 11:30 p. m., and stop at all points
south on the Colfax and Palouse branches, whose terminals
are each distant about 76 miles from Spokane. The new
service was announced by large illustrated postal cards con-
taining a programme of the principal attractions to be pre-
sented at the Spokane theaters during the season. Reserva-
tions for tickets to any theater in the city may be made
through the station ticket agents. The luxurious parlor car
equipment used in this service was illustrated in an article
in the Electric Railway Review of December 28, 1907, page 977,
by Charles E. Flagg, advertising agent of the company.

Five or six years ago the third rail was heralded as the most
satisfactory medium for distributing electric current to swiftly

moving cars or trains. Now it has a
Standardization, healthy rival, the high-voltage overhead
Clearance and conductor. The growing sentiment for

Third Rails. early electrification of steam trunk lines

and their feeders continues the rivalry be-
tween the two methods of current distribution. Such dis-
cussions as occur between upholders of each of the two
methods bring forth side lights on the art of railroading. The
most recent discussion on "The Third-Rail Problem" is by
A. D. Williams, Jr., in the Engineering Magazine for January.
This article comprises the discussion of a list of disadvantages
of the third rail and includes a terse summary of standardiza-
tion conditions on steam roads. Our readers know how fre-
quently these same standardization conditions apply to electric
roads and how advisable it is to avoid them. In the article
mentioned we read: "A peculiar fact in regard to many
railroad standards ( ?) is the number of different standards,
the same road having several standards for certain construc-
tions, each in use on separate portions of the line and all out
of harmony with one another. This is due to corporate con-
solidations which have not as yet coalesced throughout. In
many cases these out-of-date standards are blindly followed
in absolutely new construction, where unbiased consideration
and the ability to view matters with a broad perspective would
show the futility of clinging to the past and the advantages in
be gained by throwing dead wood overboard. Unfortunately,
there is sometimes a certain lack of co-operation between the
various departments of railroads, each department and sub-
department striving for its own individual record without
regard for others or for the ultimate result. When such de-

partmental jealousies are rife the interests of the road suffer."
As Mr. Williams points out. one of the most difficult problems
a railroad about to electrify its track is called upon to solve
is the adjustment of clearances.

If tickets are used on a suburban or interurban line that also
collects fares according to the zone system, the question of
how to devise an adequate check on the
The Use of tickets sold and collected without imposing

Punching too much detail work on the conductor and

Slips. auditor becomes a problem requiring care-

ful consideration. A new method for ac-
counting for the number of tickets and amount of cash
collected by the conductor on an interurban run is described
on another page of this issue by S. S. Neff, general superin-
tendent of the Atlantic City & Shore Railroad. On this road
the fares are collected by the zone system, either by a cash
fare in each zone or by a ticket extending through one or
more zones which must be punched in each. The conductor
is provided with punching slips, one for cash and another
for tickets, on which spaces for each zone are outlined, and
as he collects a cash fare or punches a ticket he also punches
a number in the corresponding zone on the slip, at the same
time recording a fare on the register. The slips must be kept
correctly so that they will check with the number of fares
registered in each zone, and there is scarcely time in a round
trip for a conductor to falsify his records, because he would
have to count his tickets and cash in each zone. The fare
registers are changed at the end of each zone and the con-
ductor reports at the end of each round trip.

The increase in fares just placed in effect on the Blue Hill
Street Railway, near Boston, illustrates a tendency of the

times which must soon be dealt with by
Increase in many other companies operating in purely

Railway suburban or rural territory. Every electric

Fares. railway officer who follows expenditures in

any department knows that in the last few-
years expenses have mounted steadily higher. By the exten-
sion of transfer privileges and provision of improved rolling
stecK the service given to the public has been greatly enlarged
and bettered and patrons of the companies receive far more
for their money in comfortable and longer rides than they did
five or six years ago. This has been brought about by the
managements, often in the face of violent and ill-advised agita-
tion. The politicians have very generally overlooked this
phase of the situation, and have carefully refrained from tell-
ing the public that the costs of electric railway, lighting and
power service have been among the very few items lowered
in the general cost of living in the last decade. Recent expe-
rience on certain suburban and rural lines operating in sparsely
settled territory shows that in the face of present costs of
maintenance, labor and materials, fares must in some manner
be adjusted to the new conditions if ultimate bankruptcy is to
be avoided.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

The exact method of fare increase must obviously depend al-
most entirely upon local conditions. Many roads may find it
sufficient to omit six or seven tickets for
Methods of a quarter, when such a tariff obtains. In

Increasing other cases a shortening of the ride may be

Fares. the best course, by the reduction of trans-

fers or the actual cutting down of the 5-cent
zone. Shortening the fare limit without raising the fare brings
in more nickels per mile of track and avoids the annoyance of
demanding an extra cent or two from the public. Where com-
petition exists the problem is far more difficult and may re-
quire some sort of informal or formal joint agreement before
an effective raise can be brought about. There is little doubt
that in the past some companies have received unduly hostile
criticism because they doubled their rates at a single stroke,
instead of increasing them by a cent or two. The convenience
of the nickel is indisputable, but in sections of the country
where copper coin is still in pretty general circulation there
is little doubt that the average passenger would prefer to
receive three or four cents in change to paying 10 cents for
a trip which formerly cost five. In some cases the sale of
four tickets for a quarter will solve the difficulty. In the in-
troduction of higher fares a clear statement of where each
part of the nickel goes at present will be helpful in satisfying
the public if printed in the cars and also if presented in the
newspapers. The necessity of the increase can be shown on
a 5-cent basis better than in large totals.

UNDERHUNG HIGH-TENSION INSULATORS.

The transmission of electric currents over long distances
and at high potentials is one phase of electrical engineering
that recently has made most wonderful strides. It was but
a few years ago when the installation of a 50-mile trans-
mission line operating at 30,000 volts pressure was heralded
as an important piece of engineering work. Lines having
such characteristics are now common on nearly all interurban
work, and current from nearly all the greater power under-
takings is transmitted at pressures of 60,000 volts and higher.

While it is true that the necessity for higher voltages is
greater than it was five or six years ago it is also true that
at that time such high transmission pressures could not be
utilized. This was not from a lack of desire but because the
art of transmission line construction was then not far enough
advanced. Generating, transforming and receiving apparatus
were to be had, but line insulators were not available which
could offer a large enough factor of safety to warrant the
utilization of the high voltages now employed.

To those builders of transmission projects who would
keep low the transmission losses, there was available suitable
electrical machinery but not insulators designed and built
with the same degree of scientific exactness. Today these
limiting conditions do not hold.

As explained by Walter T. Goddard in a recent paper,
"High Voltage Insulator Manufacture," read before the Cana-
dian Society of Civil Engineers on December 19, 1907, it is
safe to say that insulators for the heaviest mechanical strains
and for the highest electrical stresses can be manufactured
at moderate cost. Therefore the limitation of transmitting
voltages must at the present time be looked for in other direc-
tions than in insulator design, porcelain insulator design in
particular. This bold statement is only made possible by the
development of the underhung type of the porcelain insulator
so lately put into use.

By way of explanation the underhung insulator comprises
a number of double-petticoated porcelain insulators provided
with metal eyes so that they may be suspended in series, one
under another.

The unit formation presents a positive advantage in the
matter of breakage as well as insulation. After one shell of

a pin type insulator becomes cracked or broken, the whole
device is rendered worthless because it is utterly impossible
to break apart the cement joint forming the bond between
the nested shells of a built-up insulator. In contrast to this the
breaking or cracking of one shell or one unit of a suspended
type of insulator takes away the insulating value of but that
one unit from the series. To illustrate: If one section of a
5-unit 100,000-volt insulator is broken the total strength of the
insulator is reduced by 20 per cent, in contrast with a prob-
ably complete breakdown with the pin-supported type of
insulator.

The most important reason for using the suspended type
of insulator is the flexibility of the unit formation. Should
it be desired to raise the line voltage, or if on account of
severe local conditions, such as salt fog or smoke from rail-
way trains or factories, it becomes desirable to increase the
leakage surface, additional units can be hung from the other
sections already connected with the crossarms with no addi-
tional investment except for the new sections. Were the pin-
type insulator used the necessity of additional insulating quali-
ties would require taking down the old insulators and replac-
ing them with larger ones.

The utilization of the underhung insulator requires a
special form of pole-top construction, including crossarms of
sufficient length to give assurance that the line wires may not
swing against the pole or steel tower to which the crossarms
are fastened. This will require an extra length of crossarm,
but, due to the absence of twisting strains upon the arms, its
design can be enough lighter to offset the added cost for
length. Another advantage which has not been mentioned is
that with the insulator hanging from below the crossarms
the tops of the towers act as lighting rods and serve to relieve
the line of much lightning stress.

For these several reasons it is seen that the underhung
system of high-tension conductor insulation works out with
pleasing directness and simplicity. Added to these desirable
attributes is the comparative cheapness with which it can be
installed for high voltages and varying insulation conditions.
These favorable characteristics should argue well for its
consideration wherever high-voltage transmission lines are to
be built.

THE ABBREVIATED CLASSIFICATION OF OPERATING
EXPENSES.

Statements from representatives of state railway com-
missions published elsewhere in this issue show a discrepancy
in opinion as to the amount of gross earnings which should
determine the use by electric railways of the abbreviated or
the amplified classification of operating expense accounts pro-
posed as part of the new uniform accounting system. As-
shown by the accounts of the progress on the system pub-
lished in the Electric Railway Review, it is proposed to adopt
two classifications of operating expense accounts. The tenta-
tive classification for larger roads, provided essential agree-
ment with the steam railway classification is necessary, con-
tains 116 primary accounts; but it is intended, with the
approval of representatives of the interstate commerce com-
mission and various state commissions, to abbreviate the
classification into 21 primary accounts in order to meet also
the requirements of small roads. There is no question as to
the fairness and virtual necessity of an abbreviated classifica-
tion if the amplified classification is to be adopted; the
divergence of opinion is upon the amount of gross earnings
which should mark the division line between those com-
panies which use the small and those which use the large
classification.

At the conferences attended in Washington by repre-
sentatives of many of the principal street and interurban rail-
ways of the country and by representatives of several impor-

January 11, 1908.

ELECTRIC RAILWAY REVIEW

taut public commissions, amounts ranging from $50,000 to
$500,000 were suggested as the line of division. William O.
Seymour, member of the Connecticut railroad commission,
in the statement published on another page, believes that
roads with gross earnings of less than $200,000 a year should
use the abbreviated classification. Thomas Yapp, assistant
secretary of the Minnesota railroad commission, believes that
roads with gross earnings of over $75,000 annually should
use the amplified classification.

We believe that the public officials who are promoting the
uniform accounting system should be liberal to the roads in
this matter. It need not and should not impair the efficiency
of accounts if a small road follows an abbreviated classifica-
tion of operating expenses. A road with gross earnings of
$75,000 annually cannot afford to conduct its accounting de-
partment with the detail which the management of a large
road would deem essential; the road with small capital in-
vestment should not be compelled to bear the heavy expense
which the amplified classification would entail. Where the
auditing expense with the abbreviated classification might
be say $2,400 a year for a road with gross earnings of
$100,000, the additional yearly expense to such a road of
maintaining the amplified classification is estimated at about
$3,600, or an increase of 150 per cent, making a total of
$6,000. The amplified classification on even a small road
would require an additional clerk to represent the auditor
in each of the following four departments: Maintenance of
way, electric (line and power house), car house and store-
room; and two extra clerks would probably be needed in the
office of the auditor to carry the large number of accounts
through the books. It would be unreasonable to expect any
road to spend 6 per cent of its gross revenue for accounting
expenses; the expenditure of this percentage of the gross
revenue would mean that about 9 per cent of the total operat-
ing expense would be absorbed by this department, which
would be out of all proportion to the value of the labor to
either the company or the public.

As small roads are of great benefit to the communities
through which they operate, they should be encouraged in
every way. Many of the short lines are built largely in the
hope of the earnings which future development of the terri-
tory will assure, and if too serious a burden in accounting
expense is laid upon these small roads a number of the com-
panies will undoubtedly be unable to meet interest on the
capital investment.

The problem of making small roads profitable is a serious
one. In the annual report of the Massachusetts railroad com-
mission, which has just been issued, the important fact was
brought out that many of the roads in that state, especially
those serving sparsely settled communities, have reached the
period when considerable sums of money are required for
repairs and renewals. As many of these roads have not been
able to pay dividends and also meet their operating expense
and fixed charges, the problem in operation "for these, as well
as for some of the larger roads, will be not only that of pay-
ing dividends, but of making renewals of track and replace-
ments of rolling stock without impairment of capital."

Proper accounting methods are desirable, but liberality
in the decisions of public officials respecting the use of abbre-
viated classifications is highly desirable. It need not Impair
in the slightest degree the efficiency or accuracy of accounts.

Communications

An international exposition devoted to the various applica-
tions of electricity will be opened at Marseilles, France, on
April 19, 190S, and will extend until October 31. The exposi-
tion will be held at Pare du Rond-Point du Prado and will be
under the patronage of the municipality and the chamber of
commerce of Marseilles.

CARS FOR CITY SERVICE.

To the Editors:

The Pittsburg Railways Company has made a signal mis-
take in attempting to introduce the pay-as-you-enter system
in that city, without first having made some kind of prepara-
tion for it. Under such conditions how could any other result
be expected? 1 have no interest in the pay-as-you-enter car
beyond that of an ordinary citizen wishing to see more com-
fortable service. This certainly can be done by the introduc-
tion, perhaps not of the Montreal or Chicago form of car. bul
of some form that will answer the same purpose — one that
will neither make it necessary for the conductor to crowd
himself among the people nor the people to jostle each other
in boarding and alighting from cars.

The reasons why the pay-as-you-enter car is a success
are: First, because the cars are provided with an extra large
platform upon which some people may stand while others are
passing into the car; second, the cars are arranged so that a
passenger can pass out of the car without interfering with
those coming in; and, third, the forethought shown in Chicago
in instructing conductors in advance how to handle the people
and the cars. In Chicago the patrons were also told how they
could assist in making the use of these cars a success. It
undoubtedly was because of a lack of such preparation that our
Pittsburg friends have failed.

As early as 189S I introduced on the Rochester (X. Y.)
street railway the system of entering cars by the rear plat-
form and alighting from the front. The desire was to
expedite the movement of traffic. The plan was a success,
but, before putting the system in force, even in that city, I
notified all interested that it would be done, both by posters
inside the cars and by circulars instructing conductors and
people how to act, and requesting their assistance. Several
railway managers came to see how the plan worked, most of
whom thought that we would have more accidents by reason
of passengers leaving by the front platform. We did not,
however, but. on the contrary, our step accidents were reduced,
and the cars made better time, more comfortably.

I am not sure, but, possibly, the Montreal people may
have gotten their first idea from this practice in connection
with the large platforms used at Detroit.

Xew York, January 2, 190S. T. J. XICHOLL.

[In explanation of the purpose of the Pittsburg Railways
Company in carrying on its pay-as-you-enter experiments with-
out specially constructed cars, we have received from John
Murphy, general superintendent, a letter including the follow-
ing information: "In reference to our experiments with the
pay-as-you-enter idea I beg to state that in order to feel the
pulse of the public as to how this plan would be received
in this city, we experimented with it for two days on equip-
ment which is not at all adapted to it; and we are convinced
from this test that with the proper kind of car the pay-as-you-
enter plan is perfectly practicable on some parts of our sys-
tem; on others it is not." — Eds.]

The Boston Elevated Railway has distributed to its em-
ployes $60,000 in the shape of rewards of $15 each to those
who during the past year have not been reported for delin-
quency or misconduct. It is said that this year 85 per cent
of the men received the rewards. This is the fifth time the
company has made Xew Year gifts of this kind.

The Peoria (111.) Railway has installed a set of manually
operated block signals at four points on its city lines.

President Theodore P. Shonts of the Interborough-Metro-
politan Company, Xew York, has announced that negotiations
are now in progress looking to the opening and operation of
the Belmont tunnel under the East river at Forty-second
street.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

^Wra cf

January 11, 1908. ELECTRIC RAILWAY REVIEW

PAY-AS -YOU-ENTER CARS IN BUFFALO.

On Sunday, January 5, the International Railway Com-
pany of Buffalo. X. Y., placed in service on its Xiagara-Grace
and Niagara-O'Neill lines 35 pay-as-you-enter cars of the
Stephenson semi-convertible type, built by the G. C. Kuhlman
Oar Company of Cleveland. The full equipment of the new

first company in the United States to make use of pay-as-you-
enter cars, who is also vice-president of the international Rail-
way Company, was in Buffalo on Sunday and Monday to wit-
ness the first tests of the cars in that city. Mr. .Mitten in-
forms us that their operation was successful from every
standpoint and was enthusiastically received bj the press and
the public. He is verj much pleased with the pay-as-you

Pay-As-You-Enter Cars in Buffalo — Car Taking on Load in Shelton Square.

cars is 30, all of which have been received and were at the
disposal of the company for use during rush hours on the
following day. From an operating standpoint the cars were
entirely successful from the start. The first day's use demon-
strated that it would be possible to reduce the running time

system, and after having operated the new cars since Novem-
ber 24 expresses surprise that the plan was not tried earlier.

Special Preparations for the Service.
Prior to the day set for opening the new service the Inter-

Pay-As-You-Enter Cars in Buffalo — Side View of Car While Loading and Unloading.

on the Niagara-O'Neill line, six miles long, by five minutes.
On the following day, when the traffic was heavier than on
Sunday, the facility of the system in handling rush-hour
crowds was fully demonstrated.

T. E. Mitten, president of the Chicago City Railway, the

national Railway Company had made careful preparations,
similar to those made by the Chicago City Railway, for the
purpose of insuring a favorable reception by the public. The
motormen and conductors were carefully coached in their
duties at the car houses before being allowed to take out

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

the new cars and were given a booklet ot instructions very
much like that prepared by the Chicago company, which was
described in the Electric Railway Review of November 16,
1907, page 795. A small folder, illustrated by three photo-
graphs of the cars and briefly describing the points of ad-
vantage and the methods of operation of the new system, was
also distributed to the public at Shelton square, the principal
downtown starting point of traffic. A small booth, shown in
one of the illustrations, was established at Shelton square,
where change might be obtained, and an announcer was sta-
tioned at Main and Niagara streets to tell passengers to have
their fares ready. Switchmen were placed at junction points
and starters at grade crossings with steam railways.

Fare Box.
As shown in the photograph of the rear platform, a fare
box is located just inside of the conductor's railing. In gen-
eral appearance the fare box is similar to the ticket chopper's
box used in the New York subway and on several elevated

Pay-As-You-Enter Cars in Buffalo — Change Booth in Shelton
Square.

roads. The upper part, or receiver, is of glass, so that the
conductor has an opportunity to examine the coin. After the
coin has been deposited the conductor pulls a lever that
drops it into the cash box below. Passengers are required
to deposit the exact cash fare or a ticket into the box. Trans-
fers are to be handed to the conductor. The conductors are
provided with $25 in change, instead of $9.00 as formerly, and
will make change if necessary, but the passenger is required
to drop the fare. The large amount of change supplied to
the conductor is made necessary by the fact that the fares
collected are not available for use as change. Conductors
are not required to furnish change for bills of over $2.00. The
fare box was designed by officials of the International Railway
Company and, though in an experimental state, is believed to
be a success and particularly well adapted for use on cars of
the pay-as-you-enter type.

The company was fortunate in the selection of a line hav-
ing a downtown terminus at which probably 60 per cent of
passengers bound for the residence section board the cars, and
which is in the business center of Buffalo, where the methods
of handling passengers could be seen by all passing through
Shelton square. This enabled the general public to quickly

become familiar with the cars and what was expected of them.
In general the arrangement of the cars and their design
are similar to those for the Chicago City Railway, described in
the Electric Railway Review of September 21, 1907, page 332,
and, as in the Chicago cars, smoking is permitted on the front
platform. A few of the principal dimensions and some of the
special equipment are as follows:

Length 48 ft. 3 in. Width 8 ft. 7 in.

Length of body ... 32 ft. 5 in. Height 12 ft. 3 in.

Length of platforms. 7 ft. 9 in.

Special Equipment.

Brakes, air Heating system Con-

. National Brake & Electric solidated Car-Heating Co.

Brakes, hand Brill

Controllers GE K-28-E

Curtain fixtures

Curtain Supply Co.

Curtain material ..Pantasote

Seats Hale & Kilburn

Trucks Brill No. 27

Trolley retrievers Earll

Destination signs ....Hunter

CENTRAL ELECTRIC RAILWAY ASSOCIATION.

President H. A. Nicholl announces that the second annual
meeting and banquet of the Central Electric Railway Associa-
tion will be held at the Phillips house, Dayton, O., on Thurs-
day, January 23. The business meeting will take place at the
morning session, convening at 10:30 a. m., and the election
of officers will take place at the afternoon session.

The following programme is announced:

Morning Session.

President's annual address.

"Promotion of Traffic." Paper by Charles P. Price, gen-
eral passenger agent Western Ohio Railway, Lima, O.

"Telegraph Signal System." Paper by Chauncey P. But-
ton, general manager Telegraph Signal Company, Rochester.
N. Y.

Afternoon Session.

"Can Electric Interurban Railways Profitably Carry Pas-
sengers at the Present Rate of Fare?" Paper by P. W. Coen,
general manager Lake Shore Electric Railway. Norwalk. O.

Reports of Committees.

"Report of Standardization Committee on Fundamental
Brake Rigging." By R. C. Taylor, chairman.

"Report of Committee on Traffic Organization." By F. D.
Norviel, chairman.

Election of officers.

It is urgently requested that every member make a special
effort to be present at this meeting, as it promises to be one
of great importance to all operators of electric railways in the
central territory.

Traffic and executive officials of interurban railways in
Indiana. Illinois, Ohio and parts of Michigan and Kentucky will
meet at Dayton at this time for the purpose of organizing a
traffic association as a branch of the Central Electric Railway
Association and will remain over to attend the convention.
This meeting will be held on Wednesday, January 22, at the
Phillips house. As this is one of the important moves of the
Central Electric Association, it is very essential that all roads
in the states named shall be represented at this meeting.

A cordial invitation is extended to all officers of inter-
urban railway companies to bring their private cars to Day-
ton on this occasion. Arrangements have been made through
a special committee to take care of all private equipment.
Parties intending to bring their cars are requested to corre-
spond with T. J. Ferneding, superintendent Dayton & Xenia
Transit Company, who will take charge of all such equipment
while in Dayton.

The after-dinner programme will be made a special fea-
ture of entertainment. Many gentlemen of prominence, not
only in railway but in municipal and state affairs, have been
invited. E. C. Spring, the first president of the association,
will be toastmaster and under his efficient direction an inter-
esting and delightful programme is expected.

The dinner will be served at 7:30 p. m. Every member
of the association is at liberty to bring as many friends as
he desires.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

:;<i

ANNUAL REPORT OF MASSACHUSETTS RAILROAD COM-
MISSION.

The thirty-ninth annual report of the Massachusetts rail-
road commission, containing returns of electric and steam
railways, has been issued. An abstract of that part of the
report which relates to street railways follows:

Returns for the year ended September 30, 1907, were re-
ceived from So street railway companies. By reason of con-
solidations there were at the end of the year S2 existing com-
panies. Of this number 62 operated their railways. IT were
operated under lease or contract by other companies, and 3
had organized and paid in a portion of their capital stock, but
had not commenced the construction of their railways.

There have been added during the year to the mileage of
the Massachusetts companies 25.062 miles of street railway
line and 7.500 miles of second track, making 32.562 miles of
additional main track. There have also been added 4.515
miles of sidetrack, making a total addition of 37.077 miles of
track reckoned as single track. The Massachusetts companies
now own 2,233.121 miles of street railway line, 427.624 miles
of second main track and 157.130 miles of sidetrack, making
a total length of track reckoned as single track owned,
2,817.875 miles. This does not include the Woonsocket road
(merged with the Rhode Island Company), which was in last
year's return, which has 21.961 miles of main line, of which
3.195 miles is in .Massachusetts and 0.S63 mile of sidetrack, of
which 0.103 mile is in Massachusetts. All of the track owned
is surface street railway track, with the exception of 8.660
miles of elevated line and S.4S4 miles of elevated second track.
Of the sidings all are surface track, with the exception of 3.592
miles of elevated track. All the elevated track is located in
Boston. Altogether 34.193 miles of main and second track are
operated outside of the state. The total miles of main track
(including trackage rights) operated is 2,745.266, an increase
of 31.175 miles over the previous year.

Assets, Capital Issues and Dividends.

The gross assets of the companies on September 30, 1907,
were $161,297,914, an increase of $5,3S3,160 over the previous
year. Of the total $79,993,550 represented construction and
$28,738,946 equipment. The gross liabilities on the same date,
including capital stock, but not including sinking and other
funds, were $153,847,903, an increase of $4,7S9,209.

The aggregate capital stock of the 82 companies, on Sep-
tember 30, 1907, was $73,280,155, a net increase of the same
companies of $2,363,230 over the preceding year.

The total amount of dividends declared in the year was
$3,721,388.24, an increase of $167,315 over the preceding year.
Thirty-six out of the 85 companies paid dividends ranging from
1 to 10 per cent, and 49 companies declared or paid no divi-
dends. One company paid 10 per cent, six companies paid 8
per cent, one paid 8 per cent on preferred and 7 per cent on
common, one paid 7.22 per cent, one paid 7.20 per cent, one
paid 7 per cent, eight paid 6 per cent, one paid 5.5 per cent,
seven paid 5 per cent, two paid 4 per cent, one paid 3.75 per
<•> tir. one paid 3 per cent, one paid 2.5 per cent, three paid 2
per cent, and one paid 1 per cent.

The aggregate funded debt of the companies on Septem-
ber 30. 1907, was $59,339,500, an increase of $1,323,500 over the
preceding year.

The amount of real estate mortgages outstanding on Sep-
tember 30, 1907, was $84,S00, an increase of $10,400 over the
preceding year. The total unfunded debt, including the mort-
gages, was $21,22S,249, an increase of $1,102,479.

The gross debt, funded and unfunded, was $80,567,749, an
increase of $2,425,979.

The net debt (the gross debt less $5,855,412 of cash and
current assets) was $74,712,337, an increase of $7,012,201. In
computing the net debt the sum of $7,960,720 returned as
"miscellaneous assets," covering materials and supplies on
hand, etc., is not included with cash and current assets in the
deduction from gross debt.

The total capital investment (capital stock and net debt)
of the street railway companies of the state on September 30,
1907. was $147,992,492, an increase of $9,375,431.

The average cost of the street railways of the state, per
mile of main track (including the cost but not the length of
sidetrack), as returned by the companies September 30, 1907,
was $30,064.34 for construction, $10,801.09 for equipment, and
$14,563.32 for lands, buildings (including power plants) and
other permanent property, making a total average cost of
$55,428.75 per mile of main track.

Income, Expenditures and Traffic.

The total income of the companies from all sources for
the year ending September 30. 1907, was $32,203,111.37, and the
total expenditures (.including dividends declared) were $31,-

799,31 1.56, making a net surplus of $403,796.81 to be added to
the surplus of previous years.

The total number of passengers carried during the last
year on the railways in operation of the 85 companies making
returns to the board was 600,695,816, an increase of 22.::i'7 04 I
passengers over the previous year.

The total number of miles run by street cars was 1 17,719,-
203, an increase of 4,123,981 miles over the previous year.

Operating expenses were 67.71 per cent of gross earnings,
as compared with 67.49 per cent in the preceding year. In the
last 10 years the average has been 67.92 per cent.

Gross earnings per mile of track owned were $ll,l.v>, as
compared with $11,156. Expenses of operation were $7.77t'.. as
compared with $7,529. Net earnings were $3,709, as compared
with $3,627.

The car-mile results for three years past have been as
follows:

Average per car-mile.
1905. 1906. 1907.

Gross earnings 24.75 25.86 25.96

Expenses of operation 16.72 17.46 17.58

Net earnings 8.03 8.40 8.38

Employes, Equipment and Accidents.

The number of employes was 18,181, as compared with
16,909 in the previous year. The number of motors was 15,626,
the number of cars was 7,539 and the number of other cars
and vehicles 2,900.

The whole number of persons injured in connection with
street railway operation, as returned by the companies for the
year ending September 30, 1907, was 6,853, of whom 99 re-
ceived fatal injuries, and 6,754 injuries not fatal.

The number of passengers injured was 4,879, of whom 23
were injured fatally. The injuries to employes were 321 in
all, 13 of which were fatal. The number of injuries to trav-
elers and others on the street was 1,653, of which 63 were
fatcl.

These figures include a very large number of injuries of a
trivial character that have been returned by the companies.

Twelve more passengers, 2 less employes, and 21 more
travelers and other persons on the street received fatal in-
juries than in 1906. Of those receiving injuries not fatal there
were returned 291 less passengers, 42 less employes and 230
more travelers and other persons on the street than in 1906.

Altogether there appear to have been injured, fatally and
otherwise, 279 less passengers, 44 less employes and 251 more
travelers and other persons, making 72 less accidents returned
by the companies as having occurred during the last than the
preceding year.

Electric Railroads.

After careful inquiry and extended debates the legislature
of 1906 passed an act, Chapter 516. authorizing a new type of
transportation — electric railroads. Under the provisions of
that act five different companies in process of formation peti-
tioned the board for the issue of certificates that public con-
venience and necessity required the construction of their
lines. One of these petitions is now pending, one was held
to await further study and development, two were dismissed
for sufficient reasons and one certificate was issued.

In rendering its decision the board stated its views as fol-
lows: "The question to be decided under each petition is
whether, upon the whole, the net results of the proposed
undertaking promise public gain or public loss"; and, further,
that "It surely cannot be said that public necessity and con-
venience require the building of an additional railroad if the
effect upon existing railroads is so disastrous that the service
as a whole is impaired rather than improved."

Heating and Ventilation of Cars.

The board has recently changed its requirement with
reference to the point of outside temperature at and below
which companies are called upon to heat street cars, making
that point 40 instead of 50 degrees above zero, the temperature
to be then maintained to have a range that shall not be lower
than 40 nor higher than 60 degrees. In making this radical
change and certain other changes, the board has had in view
a rule that companies will find it possible to obey, and that
the district police can enforce under the statute which makes
them responsible for its enforcement.

Obviously an attempt to always satisfy every occupant of
a street car with the atmospheric conditions must be futile.
Even if passengers were of the same mind, it is impracticable
to constantly maintain air of a given quality and the tem-
perature at a specific point in a car that is one moment nearly
empty and the next crowded to the limit; now stationary, then
in motion; with doors continually opening and shutting, and
with an outside temperature varying between zero and 40
degrees above.

The day of horse cars, with straw on the floor to keep the

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

feet warm, and with no ventilation except that afforded
through the doors, is within easy recollection. While today
the electric heater exemplifies radical progress in heating, the
ventilator commonly in use is about as crude as any device
could be. It is true that a number of experiments have been
made, that a ventilator of improved type is now found in the
semi-convertible cars upon the Boston & Northern and upon
the Boston Elevated lines, and that another device, which
promises as good if not better results, is found in cars of the
elevated trains; but that there has been, however, a too gen-
eral indifference on the subject of ventilation cannot admit of
question.

After all is said, however, in support of theories and de-
vices for heating and ventilating cars, present discomfort is
due fully as much to the failure to properly use means at hand
for keeping the air pure and warm as to imperfection in ap-
paratus. There is no reason why, for example, a movable
ventilating window should be kept entirely open or entirely
shut, or in any one position throughout a long journey, in total
disregard of the temperature outside and of the changing con-
ditions inside the car.

Street Car Fenders and Wheel Guards.

The board deems it necessary to reiterate its views that
no particular fender or wheel guard has yet been found the
adoption of which can be recommended in preference to all
others, and that the greatest safeguard in street railway opera-
tion comes from having the cars at all times under such con-
trol as to avoid striking a person, rather than depending upon
any device to save him from harm after having been struck by
a moving car.

The board will continue to investigate and thoroughly
test all meritorious fenders and wheel guards, and will insist
upon the more general use of any device found to possess
sufficient merit to warrant its adoption.

To assist the board in determining the efficiency of these
devices, it is expected that companies will keep a record of
all tests through their use.

Repairs and Renewals.

The physical condition of street railways in Massachusetts
shows a general improvement over the previous year, large
sums having been expended for repairs and renewals, and
some of the larger companies having bought many new cars
and replaced with more commodious cars the equipment lost
or worn out in service.

Among the smaller companies, especially those serving
sparsely settled communities, the period has arrived when
considerable sums of money must be spent for repairs and
renewals of property. Many have been unable to earn a suffi-
cient sum above their operating expenses and fixed charges
to place them in the dividend-paying class of roads, and the
problem in operation for these as well as for some of the
larger roads will be not only that of paying dividends, but of
making renewals of track and replacements of rolling stock
without impairment of capital.

The public, now so generally dependent upon local inter-
urban roads, should be ever mindful that, while it is essential
that service should always be adequate, the ideal conditions
can only be obtained through a fair return upon money in-
vested.

Whatever the solution of these difficulties, one thing is
evident, that the conduct of street railway companies should
be no different from that of other transportation or business
corporations in the adoption of a far-seeing policy in the man-
agement of properties, and an element always to be com-
mended in such management is that of proper provision in the
present for the inevitable needs of the future.

Report of Bridge Engineer.

The report contains a statement from George F. Swain, the
bridge engineer, in which he says regarding street railway
bridges :

"The condition of steel bridges over steam railroads re-
quires careful and frequent examination, as some such bridges
which have been recently uncovered have shown great reduc-
tion in strength, owing to the corrosive action of the smoke
and steam from the locomotives. No paint is proof against
this combination of chemical and mechanical action, and the
only safe and permanent plan appears to be to encase the
steel in a covering of concrete or plaster or some other ma-
terial which will not corrode.

"During the past year the different street railway com-
panies have done considerable work in altering, strengthening
and rebuilding bridges. A good deal of a minor character has
been done, together with a good deal of work of magnitude.
The most extensive strengthening that has been carried out
during the year has perhaps been the rebuilding and strength-
ening of the steel trestle on the Old Colony Street Railway at

Raynham, 752 feet long. This work is an illustration of the
short-sightedness with which some of our street railways have
been constructed in the past. It was built only 10 years ago,
but as the traffic increased and heavier cars were run it was
soon found to be too light. Within 10 years from the time it
was constructed it has been found necessary to largely re-
build it.

"The new bridges which are being constructed by street
railways in the commonwealth are designed for heavy cars,
and it is hoped and expected that they will prove to be more
enduring."

AUTOMATIC INTERLOCK TO PREVENT ACCIDENTS
FROM MISPLACED AIR COCKS.

On all large electric roads where heavy cars are in use,
equipped with air brakes, and especially where trains of two
or more cars have to be made up and moved about the yards
and run into terminals, it very frequently happens that an
employe will forget to cut-in the air cocks below the engi-
neer's valve, the consequence being that when he attempts
to apply the brakes they will not work and the train may run
through a switch or crash into a train of cars standing on a
siding or on the main track.

One of the worst accidents in electric railroading was
caused by a switchman pulling out of a siding with a 5-car
train and running into a 5-car train loaded with passengers
standing at the foot of a slight grade. When the debris of
this wreck was cleared away the cocks under the engineer's
valve were found to be closed.

Where a road is operating a stub-end terminal a motorman
changing ends occasionally forgets to close the cocks on the
engineer's valve he has been operating, and, leaving the valve
on release position, goes to the other end of the car or train
and starts out with his brakes inoperative. Then when he
attempts to stop he can only do so by reversing. Very fre-
quently the reverser is stuck or the circuit-breaker blows, due
to heavy rush of current, and then he is powerless to prevent
an accident.

A very simple device has been perfected and patent ap-
plied for by E. T. Munger, A. H. Daus and H. A. Johnson of
the Metropolitan West Side Elevated Railway Company of
Chicago. The device is designed to positively prevent acci-
dents caused by improper placing of the air cocks. The device
is simple. It consists of a switch attached to the cut-out cock
under the engineer's valve, to which is connected one of the
control circuit wires. The protective apparatus can be applied
to any control system.

Following are statements of how this device will operate
with different numbers of cars in a train:

1. One car, cab in one end only; cut-out cocks under engi-
neer's valve must be open before car can be moved.

2. One car, cab in each end; cut-out cocks in operating
cab must be open, in other cab closed, before train can be
started.

3. Two or more cars in train, one or more cabs in each
car; cut-out cocks in operating cab must be open, and in all
other cabs they must be closed, before power can be fed
to motors.

With the device installed, if a passenger opens a cut-out
cock in some cab of a train in motion, the power will imme-
diately be shut off.

It is stated that the attachments necessary to afford these
results can be installed on cars already operating for less than
$5.00 per car for labor and material. The installation does
not require any extra wires in the train line. On roads con-
templating new equipment it can easily be installed at the
time cars are wired.

A number of cars on the Metropolitan West Side Elevated
Railway are equipped with these devices, which are operating
satisfactorily.

On the Saturday before Christmas, December 21. the lines
of the Interborough Rapid Transit Company, New York City,
carried 1,649,752 passengers. Of these 961,114 were carried on
the elevated lines and 688, 63S on the subway division.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

TICKET METHODS OF THE ATLANTIC CITY & SHORE
RAILROAD.

BY S. S. NKKI', (1KNKHAI. SI I'KHI NTKXDE.NT.

The Atlantic City & Shore Railroad, of Atlantic City,
N. .T., has recently instituted on its Ocean City division a
number of new ticket methods, which may be of interest, and

Atlantic City & Shore Railroad — Map of System.

of which we should appreciate criticisms from any member
of the street railway fraternity.

The Atlantic City & Shore Railroad at present consists of
three divisions: First, the Central Passenger Railway, com-
prising a loop in Atlantic City, on Virginia, Adriatic, and South
Carolina avenues, touching the Boardwalk on the first and
last named avenues; second, the Atlantic Avenue & Long-
port division, between Inlet and Longport, with a boat line
operating between Longport and Ocean City; third, the Ocean
City division, a high-speed line between Atlantic City and
Ocean City, which is operated in various parts by the third
rail, catenary and ordinary overhead conductors.

On August 25, 1906. the last named division was opened
for traffic betw-een Atlantic City and Somers Point, and the
following 5-cent fare zones were established:
SOUTHBOUND.

Atlantic City to Pleasantville Zone No. 1

Pleasantville to Lin wood Zone No. 2

Lin wood to Somers Point Zone No. 3

NORTHBOUND.

Somers Point to Lin wood Zone No. 4

Lin wood to Pleasantville Zone No. 5

Pleasantville to Atlantic City Zone No. 6

On July 2, 1907, we opened for traffic an extension between
Somers Point and Ocean City, making a continuous all-rail
route between Atlantic City and Ocean City, and on account
of the great cost of the bridge over the bay, the rate of fare
in each direction between Somers Point and Ocean City was
uiaib- in • ■ i ■ 1 1 1 . Ki'twecii ihe.se poini i the southbound zone 1-
numbered "7," and the northbound numbered "8." In these
zones in each direction the register is rung twice for each
cash or ticket fare.

When the line was opened a ticket system was adopted,
using a separate coupon for each zone, and tickets were placed
on sale in the hands of the conductors. For several obvious
reasons, chiefly on account of the inconvenience to passengers
caused by requiring them to tear off a coupon in each zone,
this system was discarded and the .sale of tickets was taken
out of the hands of conductors and given over to agents. At
the same time a new style of ticket was adopted, of the form
shown in the accompanying engravings. The new system
consists of single and round trip
tickets, printed separately for each
station, good for a trip between
terminals or between any two sta-
tions on the line. Northbound tick-
ets are printed on a blue back-

CASH

Form 26

Issued by

Good only from

PLEASANTVILLE

ATLANTIC CITY

CENTRAL PASSENGER RY. CO.

Atlantic City & Shore Railroad — Single-
Trip Ticket.

Sk^sSs^ss^m

Good only fr

SOMERS POINT to
ATLANTIC CITY

il ,.|| Hurt e,,ll|„Ml. Not KOl*l lO SlOl» Off. £> ;

Acct. Central Passenger Ry. Co. P ;

Round-Trip Ticket.

t 75 R 3

Badge No.

Conductor's Punching

Slip (Original 11(4

by 2 Inches).

ground and the southbound tickets
on a yellow background. The price
of each ticket is printed on one end.

At the time the new style of
tickets were placed in service, a
question came up as to how to

check the conductor, and at the same time give him a record
which would allow him to correctly ring up in each zone the
fares covered by through tickets or cash fares paid through
any number of zones. This we have done very satisfactorily
by the use of punching slips, one of which is reproduced
herewith.

The punching slips are of two forms, one, printed on a

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

red card, for tickets and the other, on a yellow card, for cash.
Each zone is represented by a rectangular space with its

FHOI

Atlantic City and Shore F

. R. Co

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round trip, and on the completion of the trip the slips are
hander to the receiver, who checks the register for the round
trip. Double fare registers are used, recording both cash and
tickets.

As the conductor collects a ticket or a cash fare he
punches the corresponding slip in the zone which the fare
or ticket covers, and at the same time records a fare on the
register. The registers are changed at the end of each zone.
The slips must be kept correctly so that they will check with
the number of fares registered in each zone, and any dis-
crepancy will be promptly detected by the receivers at the
end of the round trip. If a conductor attempted to make false
returns by punching the slips incorrectly, hoping to be able
to cover up his tracks in a round trip, he would be obliged
to count his tickets and cash in each zone and the time is so
limited that his hands are practically tied.

A copy of our conductor's waybill, which we have pre-
pared after a great deal of thought, is shown herewith.

Atlantic City & Shore Railroad — Reverse of Conductor's Trip
Report.

corresponding zone number printed in large figures, and each
space contains 100 numbers, from 1 to 100. One of each of
these slips is given to the conductor at the beginning of each

IMPROVEMENTS OF THE DENVER CITY TRAMWAY
COMPANY.

William G. Evans, president of the Denver City Tramway
Company, in a letter to the Denver Republican under date of
December 31, 1906, outlined the large amount of improvement
work the company had carried on during the year and gave
some figures showing the present extent of the company's
system. The following figures, taken from Mr. Evans' letter,
show the increase of business during 1907 over the previous
year:

1907. 1906.

Total passengers carried 72,383,101 65,883,657

Number passengers riding on free trans-
fers 16,534,087 14,896,122

Average earnings of the company per

passenger, revenue and transfer 3.79 3.78

Average distance of each 1-way car trip

(in miles) 4.34 4.28

Total car-miles 10,428,210 9,882,385

Average car-miles per day. 28,570 27,076

Average number passenger cars operated

daily 200 180

Of the passengers carried during 1907, 4,000 per day trav-
eled upon half-fare tickets.

On May 15, 1906, the company was granted a new fran-
chise providing for a large amount of new extensions and
much of the work was done in 1907. The following is a sum-
mary of the construction work done and important better-
ments made by the company, and amounts expended for same,
since the adoption of the franchise of May 15, 1906:

Miles of new track constructed 15.63

Miles of cable track rebuilt 4.86

Eighty-six new cars added at cost of $322,822.59

Power plant electrical generating machinery 165,041.31

Track construction . . 378.85S.36

Total cost of improvements 866,722.26

The following figures show the money expended by the
company in Denver from May 15, 1906, to December 31, 1907,
for labor on account of construction work, and for labor and
wages on account of maintenance and operation of the com-
pany's lines:
Total amount of money expended in labor, wages,

salaries, etc., on construction work $ 257,513.78

Total amount of money expended in labor, wages,

salaries, etc., on operation 1,411,613.77

All tramway trainmen receive their pay for each day's
service at the close of each day.

The company now operates 172 miles of track within the
city limits and 26 miles of interurban lines, and owns 375
passenger cars.

In addition to the work completed in 1907 the company
has an extensive programme of improvements planned for
1908, and, although funds which were expected to be available
for the new work have been delayed by the financial situation,
no long postponement of the plans is expected.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

GOVERNMENT SUPERVISION OF RAILWAY ACCOUNTS. 1

HV PROF. HENRY C. ADAMS, IN CHARGE OF STATISTICS WO Ainu vis.
INTERSTATE COMMERCE COMMISSION,

The government has recently undertaken to do something
quite different from that which it has ever undertaken to do
before. It has undertaken to exercise a controlling influence
upon the administration of railway properties, through the
agency of their accounts. The interstate commerce law al-
ways had in it a phrase, giving to the interstate commerce
commission the right, within its discretion, of prescribing a
uniform system of accounts, but it was not until the act
which went into force a year ago last August that the com-
mission was clothed with any effective power to exercise that
right. The difficulty did not lie in the intent of congress, but
in the fact that the law failed to provide the commission with
adequate means of enforcing its desires in this regard. I have
been with the interstate commerce commission since 1887.
We have had three law suits in that time with the railways
touching accounts. One of them had to do with the request
for certain information which the railways did not care to
furnish in their annual reports, and we were defeated. It
was the care of congress, at the session before last, that this
defect should be remedied. It is upon this amended act that
the new activity of the government, referred to, is based.

I assume that you will not take it amiss if I place some
emphasis upon the political aspect of this new step which
the government has seen fit to take — political not in its party
sense, but in the broad sense of political science. What do
these orders of the commission relative to accounts mean for
our government? What do they mean as a form of control of
aggregations of capital which, under present conditions, are
a menace to the stability of this nation? And I further call
attention in passing to the fact that the success of what the
interstate commerce commission is undertaking in this regard,
aiming, as I have remarked, at the control of railway adminis-
tration through the supervision of railway accounts, will serve
as a model, if it succeeds, for the control of all forms or
agencies of consolidated capital, which endanger the perpetu-
ation of the principles upon which our government rests.

Operating Accounts and Balance Sheet.

May I now ask your attention to the particular points held
in mind in formulating the system of accounts which the com-
mission has seen fit to promulgate? And of those, two are, I
think, of paramount importance.

First — It is absolutely essential that a carrier should show,
month by month, and year by year, the true net revenue; and.

Second — It is absolutely essential that the corporate
assets and corporate liabilities shall be accurately, fully and
clearly stated.

The first of these, the determination of the net revenue, is
the kernel of operating accounts, as they are termed; the
latter, the correct determination of the assets, is the sig-
nificant feature of the balance sheet. Speaking broadly, ac-
counts divide themselves into these two parts: operating ac-
counts and capital accounts. The commission, during the first
year of the enforcement of this act, has prescribed the operat-
ing accounts. It is these that went into effect beginning
July 1.

The capital accounts, that is, the classification of assets
and liabilities essential for the determination of the correct
balance sheet, is the constructive work that yet lies before
the commission during the coming year.

In what way do the operating accounts aim to secure a
correct statement of the net revenue? This is done by the
application of two principles, or rather by the application
of a general principle in the operating accounts, and by
setting up a separate classification of additions and better-
ments. The present system of accounting differs from the
system of accounting that existed prior to July 1, speak-
ing generally, in two important particulars. There was, in
the old system of accounts, no formal depreciation account,
nor was there any formal classification of additions and bet-
terments. Now, it is by means of these two, the depreciation
account, which is a primary account in operating expenses
on the one hand, and a strict definition of what is an addition
and what is a betterment on the other, that it is hoped to
guarantee to the investing public that the net revenue that is
stated from time to time shall be the true net revenue.

Depreciation.
You will appreciate the significance of the depreciation
account if I call your attention to the ease with which an

♦Abstract of an address delivered before the Association
of American Government Accountants, Washington. D. C.
October 11, 1907.

erroneous net revenue may be stated by a disregard of depre-
ciation. Of course, the net revenue is the difference between
the gross revenue and the operating expenses, the operating
expenses being the technical name for what sometimes is
called the cost of performing the service. Now, it is a well-
established principle in manufacturing accounting, and, in-
deed, in sound accounting everywhere, that the wear and tear
of the plant during the time that it is producing revenue shall
be included in the cost before arriving at the full cost of
producing that revenue. The depreciation account, therefore,
aims by an orderly, regular method, and by a method which
separates the depreciation charges from all the other cl
included in operating expenses, and further by a method that
permits of easy test as to whether the charge is too great
or too light — I say that this depreciation account insists that
there shall be put into operating expenses, month by month,
and year by year, an amount equal to the wear of the prop
erty during that time. Suppose, for illustration, that in ordei
to pay a dividend, or show a surplus, the management should
refuse to set aside out of the earnings a fund to replace the
cars which, during a month, had gone out of service, would
that be correct accounting? The fact is that the value of all
cars has disappeared up to the extent of the wear upon them,
and to the extent of the wear, or to the extent of the value
representing the wear, there should be carried into operating
expenses a charge the purpose of which is to accumulate a
fund with which to maintain the value of the original invest-
ment. To declare a revenue, without regard to that wear
and tear, is for a company to state that it has a surplus, when,
in fact, it may have none.

I know of a case which happened not long ago, of a man-
ager who desired to make a good showing for a certain month.
He found that the estimates of the earnings for the first week
were below what he thought they should be, and if the month
kept up in that way he was not going to be able to show as
good a net earning as he expected. What did he do? He
closed the shops and by what he saved in expense of main-
taining his shops for a month he made a good showing. Of
course, that is a wasteful method. But, what is worse, it is
a dishonest method. The stockholders who receive dividends
by methods of that sort simply had paid back to them a part
of their capital. It was not a dividend at all. And the per-
sons who bought that stock because of the payment of a
dividend declared under such conditions bought the stock
under false representations.

Now, there is another way in which the net revenue may
be misstated. It may be that in especially prosperous times
the manager of a railway desires to make certain improve-
ments, and yet does not care to show that those improvements
are made, nor does he care to borrow the money with which
to make them. He issues an order that those improvements
be made and called operating expenses chargeable to mainte-
nance. Now, they are not maintenance charges. Now, in
order to guard against the understatement of the net revenue,
which is just as bad as the overstatement of the net revenue,
there is being worked out a careful classification of additions
and betterments, the design being to draw a clean-cut line
between what is the cost to operate and maintain the property
and what does, in reality, better the property. It is not sug-
gested that that betterment must be capitalized. That is a
matter which certainly lies within the right of the board of
directors to determine. There are conditions under which it
is certainly wise, from a public point of view, as well as from
the point of view of the stockholders, that improvements
should be paid for out of current earnings; but, if they are
paid for out of current earnings, it must be not in a blind
charge to operating expenses; the carrier should not be at
liberty to call an improvement a cost, which is a misstate-
ment, but it must be charged to the income account.

Supervisory Accounting.

Now, before I go on to the next point, I want to make a
remark in connection with the scope and purpose of super-
visory accounting. We have heard a great deal and read a
great deal lately as to the embarrassment of railway corpora-
tions because they cannot borrow capital. It is true that
the people seem temporarily to have lost confidence in the
railway securities. The explanation of this loss of confidence
by the railway management is that the state legislatures and
congress are exercising too much supervision over the man-
agement, but it is also possible that such things as we have
read of in connection with the Alton case, and other similar
cases, is the explanation of this lack of confidence. Now, if
this be true, nothing can restore that confidence and enable
the railroads to secure the money that it is necessary for them
to have in order to carry out the schemes of improvement
that they desire to carry out, more quickly and effectually
than such a scheme of accounting supervision as I am de-
scribing practically carried out. There is no reason in the

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

nature of the case why the railway securities should not be
made as stable as a government bond. They are like gov-
ernment bonds in that they have the industry of the entire
country back of them, and I hope that we may live to see the
time when congress will permit the comptroller of the cur-
rency to accept railway bonds as the basis for the issue of
national bank notes; and the only practicable means of
attaining this most desired end is, in my opinion, the per-
fection of this scheme of accounting supervision upon which
during the last year the interstate commerce commission has
entered. •

Joint Facilities.

The American system of railways is a very complicated
system in that no one railway owns all the facilities which it
operates. The railway managers of this country endeavor to
do things as economically as possible, and if one line between
two points will serve the traffic, or if one interlocker at a
point, or one bridge, will serve the purpose of two or more
carriers, or if one terminal in a city will meet the require-
ments of several roads, they say, let there be but one of
these facilities of which all carriers may have joint use. Now,
the debit and credit entries which are thus rendered necessary
in accounting are the most difficult of the technical problems
in the whole realm of railway accounting, a statement which
will be readily appreciated when I say that the solution of the
problem requires that three somewhat divergent results must
be attained through the agency of a single set of operating
expense accounts.

It must, in the first place, be possible to combine the reve-
nue and expense accounts of the several carriers without dan-
ger of duplication or omission. It must, in the second place,
be possible to determine the cost of maintaining the property
represented by the capital investment of a carrier, quite
independently of the question of the revenue that accrues from
the operation of the property. It must, in the third place, be
possible to assign to the traffic revenue of each carrier
the expenses incurred for earning that revenue. Any one of
these requirements could easily be met, but it is a difficult
accounting problem to make use of the operating expense
account in such a manner as to realize all three of these
results. The interstate commerce commission accounting sys-
tem aims to do this by means of joint facilities, debit and
credit accounts, the principle of which is to permit the owning
company to charge all expenses in its primary accounts, and
to bill foreign carriers for their proportion of such charges.
Instead, however, of crediting its primary accounts with the
amount thus billed, which, on the other side, would require
the foreign company to debit the same accounts with corre-
sponding items (a practice which would result in a misstate-
ment, so far as maintenance is concerned, of the accounts
of both carriers), both companies are required to carry their
debits and credits in specially provided accounts, called "joint
facilities — dr." and "joint facilities — cr." By this means we
arrive at a correct statement of maintenance expenses assign-
able to capital, a correct statement of costs of transportation
assignable to revenue, and a correct result when the reports
of the several carriers are combined into a single statement.

Balance Sheet and Capital Account.
Permit me to add a word relative to the balance sheet and
capital account, for the reason that they bear very directly
upon a question which is likely to come before congress at the
next session. It is as essential for the exercise of adminis-
trative supervision over the carriers by the state and federal
railway commission as for the determination of just and
reasonable rates under existing rules laid down by the courts
to know what the true value of railway property is. The
balance sheet ought, and would, if it were properly kept, to
tell what the true value of the property is, or, at least, it
ought to be the key for determining that value. The balance
sheet is the final record. It is the statement in which the
corporate assets are put on the one side and the corporate
liabilities on the other. It is the statement which gives the
investor, in a definite figure, the result of the working of the
corporation from the time that it first originated down to the
time that the balance sheet is struck. Its theory is simple
and its figures ought to be significant. But the query is, do
they, in reality, convey any definite meaning? Among the
assets we find against "cost of road," or "cost of equipment,"
so and so many millions of dollars. Do these figures mean
what they say? In the majority of cases they do not. I
would not be understood as implying that railway balance
sheets are dishonest statements; what I mean is that the
method of keeping the balance sheets according to current
American practice is such that you cannot learn from the
figures set up in the balance sheet against these captions I
have named anything like a true measure of the cost of roads
or the cost of equipment. It may not even be the original
cost. It may be that if you take an inventory of the loco-

motives and cars actually used in the operation of this
road the value of the property will stand millions of dollars
higher than the book entry upon the balance sheet, or it may
be that it will stand millions of dollars below. In either
case, you have an erroneous statement of profit and loss as
a balance between assets and liabilities.

This question of the balance sheet, as also the analysis
of the property accounts, and the rules by which the property
accounts should be kept, are the questions which will claim
the attention of the interstate commerce commission during
the current year. They are essentially different in character
from the accounts that pertain to operating expenses and
operating revenue. They pertain to the financial side of
railway accounting. Such things as occurred in the Alton
deal — I speak of that case because it is known by common
report — probably would not have occurred, or, at least, could
not have occurred so easily, had there been for 10 years prior
to the time of this transaction a correct statement of the
balance sheet. And now, I do not mean to say that there was
any conscious error or conscious misdemeanor on the part of
those who made that balance sheet, but I do mean to say that
a great deal remains to be done before the balance sheets of
the American railways are brought into such shape that they
are capable of presenting with accuracy and sufficient detail
the financial standing of railway properties, or furnish a
true statement of the value of the property.

Such a general statement as this will show the signifi-
cance and importance of this part of the accounting scheme,
and will, I am sure, emphasize what I said at the outset, that
control over accounting does in fact permit the government
to exercise a certain degree of supervision over the man-
agement of railway property. Of course, the accounts them-
selves would be of little use were it not for the fact that
the law also provides for examiners whose duty it shall be
to examine the accounts of the carriers and determine whether
or not the prescribed rules of accounting are followed.
Although the analogy is not quite accurate, the relation be-
tween the interstate commerce commission and the carrier is
something like the relation that exists now between the
treasury department and the national banks. The purpose
in both cases is administrative supervision over the corpora-
tions concerned.

NEW HAVEN'S PLANS FOR NEW YORK-PORT CHESTER
ELECTRIC LINE.

On January 2 President C. S. Mellen of the New York
New Haven & Hartford Railroad, in a communication to the
board of estimate of New York City, stated that the New-
Haven company owns the entire capital stock of the Mill-
brook Company, which in turn controls the New York West-
chester & Boston Railway and the New York & Port Chester
Railroad. The communication was in reply to a resolution
of the board asking the New Haven road to furnish informa-
tion as to its relation to the Westchester and Port Chester
companies and to state whether it proposed to proceed with
the construction of the roads under the franchises. It is
stated that the board has considered revoking the franchises
on the ground that the required amount of construction work
has not been completed.

Mr. Mellen states that "it is the intention of the New York
New Haven & Hartford Railroad Company to cause to be con-
structed a railroad from the Harlem river to Port Chester,
consisting of two tracks from the Harlem river to One Hun-
dred and Seventy-seventh street, four tracks from One Hun-
dred and Seventy-seventh street to the city line and two
tracks from the city line to Port Chester, such road to be a
high-speed electric railroad, in compliance with the provisions
of the franchises heretofore granted by the city of New York
to the Port Chester company and the Westchester company."
He says further that the company desires to build the road
according to the best available route and that it has no prefer-
ence as to which charter shall be used, the company's only
desire being to build under a charter that shall be free from
legal question.

The company has arranged for practically all of the right,
of way between One Hundred and Seventy-seventh street and
Port Chester and considerable construction work has been
done, but little further progress can be made until litigation
now pending can be settled. The Port Chester company has

January n. 1908.

ELECTRIC RAILWAY REVIEW

been enjoined from crossing streets in the Rronx and the
validity of the Westchester company's charter is now being
attacked in the courts. As soon as possible it is the intention
of the New Haven company to apply to the board of estimate
and to the public service commission for permission to con-
solidate the two companies.

DECISION OF WISCONSIN RAILROAD COMMISSION ON
ISSUE OF CAPITAL OBLIGATIONS.

An abstract of the decision of the Wisconsin railroad com-
mission approving the issue of $300,000 bonds by the Southern
Wisconsin Railway of Madison. Wis., follows:

The original application in this matter was made on July
23, 1907. Various amendments which the commission con-
sidered necessary in order to comply with the terms of Chap-
ter 576 were made by the company at different subsequent
dates.

Application of the Company.

The chief statements of the amended application read as
follows:

"The $30,000 bonds will be secured solely by the $450,000
bonds owned by the Madison & Interurban Traction Com-
pany. That company has for the purpose of assisting the
Southern Wisconsin Railway, in effect, loaned these bonds to
it and it will be provided, in the proposed trust agreement,
that as the coupons on these bonds mature they shall be
clipped and canceled by the trustee and returned to the com-
pany. During the period of the trust and until the $300,000
serial bonds are paid, both as to principal and interest, the
Madison & Interurban Traction Company receives no income
from its bonds so loaned to this company. The $300,000 serial
bonds are not secured by mortgage and are no additional mort-
gage lien and never can be, on the property of the Southern
Wisconsin Railway. The expectation is that the earnings of
the company for the next eight years will take care of this
$300,000 bond issue, both principal and interest."

"The bonds are issued for the following purposes: (a)
Rebuilding the track and overhead system at certain points
at an estimated cost of $159,000. (b) Extending the railway
at an estimated cost of $3S,000. (c) Extending the railway by
building along a private right of way to the Dane county fair
grounds, at an estimated cost of $18,000. (d) The purchase
of 10 new cars, at $3,500 each, (e) The erection and equip-
ment of a power-generating plant, at an estimated cost of
$137,660. (f) The payment of the floating debt of the com-
pany. Igl The purchase of a road roller, a sprinkling car and
a tower car. at a cost of $4,500 (the road roller has already
been purchased, at a cost of $2,060)."

The itemized list of improvements to be paid for out of
the proceeds of the sale of the proposed bond issue was sub-
sequently cut down so as to bring it within the limits of
$300,000."

History of Capital Issues.

The history of recent capital issues is set forth as follows,
by the officials of the applicant company in a statement re-
ceived by the commission on September 4, 1907:

"At the time the Madison & Interurban Traction Company
purchased the property of the Madison Traction Company that
company had outstanding $300,000 stock and an authorized
bond issue of $300,000, of which $210,000 had been issued and
were repurchased by the company at a premium of 10 per
cent.

"The Madison & Interurban company issued $6S5,000
bonds and $30,000 stock, all of which was delivered to its
predecessor company for property. The Madison Traction
Company distributed the bonds thus received as part payment
of its property to its stockholders. The stockholders sold the
bonds to the Citizens' Savings & Trust Company of Cleve-
land, O. The Madison & Interurban company afterward ex-
pended upward of $200,000 in cash for which no additional
bonds or stocks were issued, leaving the capitalization of the
Madison & Interurban company, at the time of the sale of its
property to the Southern Wisconsin Railway, with $6S5.0OO
par value of first mortgage bonds and $500,000 of stock out-
standing, or a total of $1.1S5,000.

"The present company authorized an issue of $2,000,000
liar value of general mortgage bonds and issued $1,185,000 of
these bonds, as follows: Delivered to trustee, to be ex-
changed for outstanding bonds of the Madison & Interurban
company, $6S5,000; delivered to the Madison & Interurban
company, for property purchased subject to the $685,000 bonds,
(450,000; delivered to Southern Wisconsin Traction & Light
Company, for property purchased from it. $50,000.

"In addition the Southern Wisconsin company received all
of the capital stock of the present company, $50,000.

"Inasmuch as this company has only issued $1,185,000 of
its authorized issue of $2,000,000 bonds, there remains in the
hands of the trustee, authorized but not issued, $815,000 par
value in bonds which the management of the company deems
it unwise to draw upon for any purpose in the present condi-
tion of the bond and money market. The company therefore
proposes to issue its short-time bonds for $300,000, drawing a
higher rate of interest and payable as to both principal and
interest, out of earnings.

"Since the old line was bought in 1905 it litis been largely
rebuilt; the tracks, overhead work. equipmenUand many build-
ings were in worn-out condition and it was bought with the
expectation of making the same a first-class line of railway.
Since September. 1905, the work of reconstruction has been
going on, new buildings have been erected and the line to
South Madison has been built, in addition to which 10 new
cars have been purchased and others rebuilt. All these and
other improvements have been made at a time when labor and
material were enormously high, and the whole work has been
very expensive. All the moneys for which notes were given
have been expended for the legitimate business of the com-
pany."

Value of the Property.

The tax commission and the railroad commission, jointly,
have nearly completed a valuation of the Madison Street Rail-
way property. When this valuation has been completed it will
be possible to state definitely to what extent there is a misfit
between the outstanding securities of the Southern Wisconsin
Railway Company and the actual value of the property de-
voted to the public service of the company. Without waiting
for the exact figures of this valuation, on the basis of other
data in the possession of the railroad commission it may be
stated that the $685,000 par value of bonds held in trust by
the Citizens' Savings & Trust Company of Cleveland, O.. more
than represents the full value of the Madison street railway
property; and that neither the $450,000 par value of bonds
held by the Madison & Interurban company, nor the $50,000
par value of bonds held by the Southern Wisconsin Traction &
Light Company, represent any actual and necessary invest-
ment in the present Madison Street Railway system, not to
speak of the $815,000 of bonds, par value, authorized to be
issued, but not yet issued by the Southern Wisconsin Railwaj
Company. In other words, the authorized bond issue of the
Southern Wisconsin Railway equals, approximately, five times
the cost of reproduction new of the property upon which the
bonds rest, while the outstanding stock may be regarded as a
superbonus for the promoter. In round numbers, the bonded
indebtedness at present outstanding amounts to $96,000 per
mile; total bonds outstanding and authorized. $160,000 per
mile; while the cost of reproduction new todav is less than
$31,000 per mile.

According to the statements filed with the commission by
the Southern Wisconsin Railway Company the name of the
company owning the Madison street railway system has been
metamorphosed in the following order of succession since the
year 1905: Madison Traction Company. Madison & Inter-
urban Traction Company, Southern Wisconsin Traction &
Light Company, Southern Wisconsin Railway Company. Each
change of name was apparently accompanied by a fusion of
some of the old and a dilution of the new securities represent-
ing the property.

The question of the reasonableness of the rates of fare
charged by the Southern Wisconsin Railway is not before the
commission at this time. Hence, the relation of the outstand-
ing stocks and bonds to such rates of fare need not be dis-
cussed in this place.

Before a just and valid judgment can be expressed upon
this question a different and much more comprehensive in-
vestigation must be undertaken.

Power of the Commission.

We do not hesitate to say that if this commission had the
right under the law to exercise the alternative power of grant-
ing or refusing to grant any applications of this kind it would
deny the present application, at least until after the Southern
Wisconsin Railway had submitted to an adequate financial
regenerative process. In our judgment the law confers no
such power upon this commission.

As we construe the act the function of this commission, in
case stocks or evidences of indebtedness are to be issued for
money only, is limited to ascertaining the facts essential to
deti rmining the legality of the proposed issue and the finan-
cial status of the applicant. We may ascertain whether the
proposed issue is authorized either as to amount or character,
whether, if an issue of stock, the same would result in the
fictitious increase of the capital stock of the corporation, and
any other fact bearing on the legality or illegality of the pro-
posed issue: also whether the purposes for which the corpora-
tion proposes the issue and the terms of the same are within

II,

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

the statute or are authorized by law. For the purpose of ad-
vising the public and investors of the value and security of
the proposed issue we may inquire into the financial condi-
tion and affairs of the corporation, both past and present. If
the corporation complies with all the requirements of the
commission by furnishing such statements and evidence as
the commission "may deem pertinent to the inquiry," and the
commission finds no illegality in the proposed issue of stocks,
bonds or other evidences of indebtedness, it must issue to the
corporation a certificate authorizing it to issue such stocks,
bonds or other evidences of indebtedness to the amount, of
the character, for the purposes and upon the terms proposed
on the part of the corporation. Unless the proposed issue of
stocks, bonds or other evidences of indebtedness are unauthor-
ized or unlawful in any of the particulars above mentioned,
the commission cannot deny the granting of the certificates.
It may not impose limitations not authorized by the statute
nor determine the purposes, terms or conditions upon which
such stocks or evidences of indebtedness are to be issued.

The law reduces the functions of this commission with
respect to issues of securities of public service corporations
to that of an information bureau and an automatic registering
machine. This commission has not even the power to make
the issuance of the $300,000 of serial bonds conditional on the
retirement of the $450,000 par value of bonds held by the
Madison & Interurban Traction Company and the $50,000
par value of stock held by the Southern Wisconsin Traction &
Light Company and the $815,000 par value of bonds which
have been authorized and have not been issued by the South-
ern Wisconsin Railway Company.

The suggestion has been made that if this commission
authorizes the present issue of $300,000 serial bonds it will
thereby confirm all previous bond issues of the Southern
Wisconsin Railway and its predecessors. This is true neither
in fact nor in law. The legislature and not this commission
authorizes the present issue. Inflation of the capital issues of
the past, no matter how flagrant, is not recognized in the stock
and bond' law and cannot govern this commission in perform-
ing its duties under it. Although there is not a trace of au-
thority for such an assumption in the law, in view of the fact
that it has been contended that we would justify all previous
bond issues on the part of the Southern Wisconsin Railway
and its predecessors and place our official stamp of approval
upon the same by issuing a certificate for the present issue,
we desire expressly to state that such a construction of our
present official act would do violence both to the fact and
the law.

INSULATING VARNISHES AND COMPOUNDS.

H. S. Cooper, manager Galveston Electric Company,
relates some interesting and valuable experiences with insulat-
ing varnishes and compounds in the January issue of the Stone
& Webster Public Service Journal. He says:

About 10 years ago I made quite a number of experiments
with insulating varnishes and materials for armature and field
use for railway motors. These involved nearly all the gums,
mineral, vegetable and animal, that could be used as insu-
lators, and the results were in favor of the one animal insulat-
ing gum "lac," which, in its commercial form of thin scales
common called "shellac," is well known to all those having
to do with armature and field work. The peculiar quality of
shellac is that its insulation increases up to its melting point
and decreases very slowly from there on until it comes to
its carbonization point, at which, of course, it gives away
entirely. This is true of no other gum used for insulation —
all of them deteriorate very rapidly as the temperature in-
creases, and nearly all of them have a much lower carboniza-
tion or "breaking down" point than shellac. The result of
these experiments determined me to use shellac entirely, and
I have, therefore, done this for over 10 years with the best of
results. There is (as in all other materials) shellac and
shellac, and after determining the question of shellac I had to
determine the question of the kind and quality to use. After
a good many trials I found that it was best, in order to obtain
known results, to mix our own shellac, as under no circum-
stances could I obtain from any one a shellac that we could
make standard. I have, therefore, since that time, bought
shellac from the importers, buying next to the finest quality
that is imported of fine orange shellac; and I dissolve five
pounds of this to the gallon in from 95 to 98 per cent grain
alcohol. I have tried all other solvents, including the wood
and other alcohols, and find that grain alcohol is the one that
will dissolve the most of the constituents of "lac," which, in
its nature, is a gum of different constituents and has no one
complete solvent that can be used to make a liquid for elec-
trical work. This proportion of five pounds of shellac to the
gallon of 95 to 98 per cent alcohol, gives a mixture thick
enough for any purpose desired and which, at the same time,

can be made as thin as is necessary for any purpose where a
thin varnish is required, simply by the addition of more of the
same alcohol.

At the above time, also, I was looking for a thick paste
which could be used for the filling in of holes in commutators,
burned out places in armature bodies and body insulation and
for such general insulating uses. After an experiment with all
sorts of compounds, such as whiting, powdered pumice stone
and various other powders, I tried the sawdust from the cut-
ting of the compound mica sheets, such as are made by the
Mica Insulator Company. These sheets are made by the plac-
ing of very thin sheets of mica one upon the other, cementing
with pure shellac as above, and these, when dried, are sawed
into different shapes by small toothed saws, and the resulting
fine "sawdust," when sifted, is a compound of very fine mica
scales and shellac. By taking this dry powder and mixing it
with the above shellac varnish to the consistency desired and
thoroughly drying same in place, I found that I had something
which adhered indefinitely to the substance to which it was
attached, gave high insulation, and did not crumble, crack or
disintegrate.

I have wound fields of the old type GE-16 street car
motors in which the copper in the fields had fused, and the
insulation around the fusing and between the fields and the
shellac was so perfect that we simply had to replace the
portion of wire melted. I have also" used it in filling up large
holes in commutators, in the bodies of armatures, etc., and
at the present time am using it here absolutely, where our
necessity for a good insulation is very great, and am having
better results than 1 find are obtained elsewhere (under less
exacting conditions and with other compounds). The only
care that had to be taken in regard to the use of either the
above shellac varnish or the mica dust paste is that the
drying out must be very gradual. This is true of very nearly
every kind of insulating compound, but it seems to be espe-
cially true in regard to any compounds which contain water in
themselves or in their solvent. If the drying of the armature
or field is too sudden at first, that is to say, if the temperature
is raised too quickly, the varnish will dry on the outside and
make a hard shell almost impenetrable to the moisture inside,
and the result will be that either the moisture is retained in
the interior or, in drying out. it is forced to the surface in the
form of steam and will puncture a small hole leading from the
outside to the center, through which moisture, or some con-
ductor like copper dust or carbon dust, may find its way.
Where the baking is gradually done and the temperature
allowed to increase very slowly, so that the outside of the
armature or field is not at any time many degrees hotter than
the inside, the moisture is allowed to thoroughly escape while
the varnish or compound is somewhat soft all over and, in
consequence, the aperture left by it in escaping is self-closed.

My practice has been, in an ordinary street car armature,
such for instance as either the GE-800 type or the 52, 54. 56
and others, to give at least two weeks' baking, not allow-
ing the temperature for the first week to get over 150 to
200 degrees P. After this the temperature can be rapidly
forced up to the point where the piece will give out a
rather acrid smell, which is well known to those drying shellac
varnish work, and which is the point at which the baking
should be stopped. One advantage of the use of the shellac
is that a slight overtaking, such as might easily happen, or a
mistake in temperatures, or leaving it in the oven too long,
cannot in any way injure it, unless it is carried very close
to the carbonization point.

I have tried every other make and kind of insulating var-
nish, paint and compound for-over 15 years, and subject to the
above conditions of quality, solution and baking I have found
no other one or two or many varnishes or compounds that
will give as good all-round results. This is true only of a
fine quality of pure shellac dissolved in pure 95 to 98 per cent
grain alcohol and treated properly in "baking out" when used.

The Compania Electrica y Perrocarriles de Chihuahua
will this month take over all the properties of the local street
car company, the Chihuahua Mineral Railroad, of Chihuahua.
Mexico, and the electrical department of the Compania Indus-
trial Mexicana. This will include all the lights and electrical
power in the city, the present street railway system now being
converted into a trolley line, the narrow-gauge steam railroad
to Santa Eulalia, which now runs four regular mixed trains a
day, and the aerial tramways connecting the railroad and
town of Santa Eulalia with various mines. The new corpora-
tion will open offices in Chihuahua. For the present work will
be confined to the city lines, but later the entire line of the
Mineral railroad will be converted into a trolley system. The
city lines are expected to carry freight and the company will
probably build sidings to business houses and haul cars from
the Central, Chihuahua & Pacific and Orient railroads direct
to consignees. A. C. Nash will be general manager of the new
corporation.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

REPRESENTATIVES OF STATE COMMISSIONS EXPRESS
VIEWS ON ACCOUNTING SYSTEM.

In response to requests from the Electric Railway Review

the following representatives of state railway commissions

have expressed themselves regarding the uniform accounting

system for electric railways, which is in course of prepara

tion:

William O. Seymour.

William O. Seymour, member Connecticut railroad com-
mission: "I think a system of classification of operating ex-
pense accounts of electric railways, practically uniform with
the system for steam railroads, can and will be devised, and
so amplified as to be adaptable to both small and large roads,
and the companies will soon become so familiar with its
application as to use it with the same facility as the form
heretofore used, the number of accounts to depend upon the
extent and variety of the business of the company. Only
certain essential accounts should be required of roads with
gross earnings not exceeding $200,000 per annum, and the
complete form should be applicable to all roads the earnings
of which exceed that amount. The importance of practical
uniformity in the system of accounting of steam and electric
roads is emphasized by the fact that today many electric
roads are doing precisely the same kind of business as the
steam roads, and electrical operation is rapidly being extended
over lines heretofore operated by steam. From the standpoint
both of the public and the manager it should be made possible
to intelligently compare the cost of the two methods of opera-
tion. This cannot be done without a uniform system of operat-
ing expense accounts."

Thomas Yapp.

Thomas Yapp, assistant secretary Minnesota railroad
commission: "I consider that the tentative classification of
operating expenses recommended by the committee, consist-
ing of 116 main accounts, would be desirable for city or inter-
urban electric railways — first, because it conforms closely to
the classification for steam railroads; second, because the
principles involved in the steam classification already adopted
should apply to all transportation companies alike, uniformity
being the desired end; third, in view of the rapid progress
being made in electric and interurban lines in this country
it is desirable to have as complete a system of accounting
as possible. I do not think the adoption of the classifica-
tion above referred to would work any hardship upon the
electric railways, as it was stated at the conference held
recently that some of the big electric systems had already
operating accounts in excess of 116, being in the nature of
subdivision accounts. It also developed at the conference
that it would work a hardship on the electric lines doing a
small business if they were compelled to keep 116 main ac-
counts of operating expenses; and in view of this fact a
second tentative classification was at once prepared which
embodied 21 accounts instead of 116. The dividing line be-
tween the small and large systems in my opinion should be
based upon gross earnings, as follows: Roads earning $75,000
or less per annum should use the smaller classification, and
those earning in excess of the above figure should use the
larger classification. Xo reforms were ever made without
changing conditions, and I am free to state that it is the inten-
tion of the interstate commerce commission as well as all
state commissions to be absolutely fair to all parties inter-
ested; and after the classifications have been promulgated
and given a reasonable trial they could be somewhat modified
on the showing that portions of them were unreasonable, but
the principles involved must be followed out."

William J. Meyers.

William .1. Meyers, chief division of statistics and ac-
counts. New York public service commission, second district:
"This commission has not yet expressed itself more fully
upon the point concerning which you inquire than to
say that it considers it advisable that the classification of
accounts for electric railways should conform as closely as
practicable to that provided for steam railways. Under the
circumstances you will recognize that I should not care to
express any opinion upon a controverted point until after
the commission itself has considered the matter. Xone of us
is aware of any reason for thinking that such a system of
accounting as is contemplated will work any hardship upon
electric railways. Those who are actively engaged in the
management of such properties must be relied upon to point
out any objections of this character if such there are. With
regard to the amount of gross earnings which should entitle
an electric railway company to use the abbreviated classifica-
tion of operating expense accounts agreed upon last month in

Washington for submission for the purpose of getting the
opinions of those concerned, it seems to me that the amount
should be placed low. The cost of stationery for keeping the
more detailed accounts is not excessive ami with very little
thought and study given to the matter the person in charge
of the accounts can readily apportion the cost of operation
among the accounts proposed in the more ample schi

A. F. Weber.
A. F. Weber, chief statistician New York public
commission, first district: "The commission for the lit
trict has as yet taken no action in regard to the accounting
of street railways, and, of course, no individual is in a position
to say what its action will be. So long as the matter is under
consideration it would be manifestly improper for me to dis-
cuss its policy, and I can only say that so far as my own
recommendations are concerned they will be given in favor
of such a classification of accounts (for the fiscal year begin-
ning July 1 next i as will be best adapted to the street railway
situation in New York City. I do not consider the original
tentative classification of the interstate commerce commission
as having properly met this requirement, as it was too ■
patterned after the steam railroad classification."

"SEEING MEXICO" PARLOR CAR SERVICE.

For the accommodation of the large number of tourists who
annually visit the City of Mexico and its surrounding points, the
Mexico Electric Tramways Company, Limited, of Mexico City,

Interior of Special Cars for "Seeing Mexico" Service.

has established a special "Seeing Mexico" parlor car service.
The cars used on these trips, one of which is illustrated here-
with, were specially designed and constructed for the purpose,
and in the elegance of their appointment and finish are said
to be the handsomest street railway palace cars on the Ameri-
can continent.

The Mexico Electric Tramways system comprises upward
of 200 miles of street railways, reaching every point within
the jurisdiction of the federal district, and extending beyond
the boundaries of the federal district out into the state of
Mexico. Under these conditions it is possible to obtain a
better idea of the city and its environs in the cars and special
"Seeing Mexico" trains than by any other means.

In these special trips each party will be accompanied by a
competent guide, who, speaking both English and Spanish, will
briefly give a descripiton of each interesting point passed by
the car.

Two trips are made daily, one in the morning and the
other in the afternoon, starting from the Plaza de la Constitu-
cion, the central point of the city, the time required to make
each trip being a trifle more than three hours. These trips
have been especially established with the endeavor of acquaint-
ing visitors with all important points reached by the company's
lines, and if taken advantage of will give an idea of the city,
its varied industries, its people and architecture, impossible
of attainment by any other means. Every foot of ground

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

covered in these trips is replete with a constantly changing
panorama of historical interest, combined with pleasure and
romance.

Special cars may he chartered for sight-seeing or excur-
sion trips on all days except Sundays and important national
holidays.

The service was started on January 2 and will continue
during the tourist season, which usually lasts three or four
months. Every effort possible has been made to make the
trips attractive, interesting and instructive to visitors.

The company has issued a booklet, printed in both English
and Spanish, describing the new service and the more im-
portant points of interest, which are illustrated by halftone
engravings.

Mr. Harro Harrsen is general manager of the Mexico
Electric Tramways.

DETROIT COUNCIL COMMITTEE RECOMMENDS TRAIL.

The streets committee of the Detroit common council was
recently appointed to visit a number of cities where T-rail
is used by the street railway companies. This committee
will advise the council in regard to the application of the
Detroit United Railway for permission to reconstruct its tracks
on Jefferson avenue, using T-rail in place of the grooved
girder rail now required by ordinance. This committee after
an inspection of the tracks in Grand Rapids, Milwaukee, St.
Paul and Minneapolis, on December 27, submitted the follow-
ing report, advising that the company be permitted to use
the T-rail:

In Grand Rapids the company operating the street railway
system uses a 91-pound T-rail, laid on a gravel foundation,
using a special grooved granite block, which takes the place
of the iron groove in the rail used by the local company. In
this instance the granite block is not laid under the head of
the rail, but a cement mortar is placed against the web of
the rail to take up the space under the head or top of rail,
and the granite grooved block is then laid next to the mortar,
which is done for the purpose of not disturbing the pavement
should there occur a depression of the track.

In Milwaukee the company operating the railway system
uses a 97-pound T-rail, laid on a 6-inch concrete foundation.
As to the pavement between the track the company uses an
arched or circular section which gives a crown in the pave-
ment nearly equal to the head or top of rail, which construc-
tion in the judgment of your committee is undesirable.

In St. Paul and Minneapolis the street railway systems
are operated by one company, called the Twin City Rapid
Transit Company. They use a 91-pound T-rail with a 6-inch
base, 7 inches in depth, same as other cities visited. A gravel
foundation is used throughout the entire systems, except in
the central portions of each city, where a concrete foundation
is used. Granite block is used almost entirely in both of
said cities, but the same, while grooved, is laid against the
web and under the head of rail instead of being laid away from
rail as is done in Grand Rapids, using a flat section across
tracks, so that the groove of the granite block takes the
place of the steel groove of the rail used in our city.

The sum and substance of the conditions in all cities are
these: The companies use a 60-foot 7-inch T-rail, weighing
from 91 to 97 pounds per yard. In Grand Rapids, Milwaukee,
St. Paul and Minneapolis the companies use the cast welded
joint, while in Grand Rapids they also use what is called a
continuous joint.

The cast welded joint is exceptionally well thought of in
those cities, because of the smooth riding and continuity of
the track, and also because the pavements have seldom, if
ever, to be disturbed to bond the rails with copper wire for
the conveyance of the electrical current and it is stated that
less than 1 per cent of these joints require any further atten-
tion. The continuous joint is also held in high regard, but
your committee is of the opinion that, while both of the
methods employed have given good results, neither one or
the other should be specified. Inasmuch as the company
has taken the initiative in this matter, we believe that they
will use whichever joint is best adapted to local conditions,
and we therefore recommend that the commissioner of public
works grant said company permission to reconstruct the tracks
on Jefferson avenue, from Woodward to Beaufait avenues, on
the express condition that the company use a 60-foot 7-inch
T-rail. weighing from 91 to 97 pounds, using granite block
between tracks and IS inches outside.

No action has yet been taken by the council on the report.
The company is favorably impressed with the T-rail and
wishes to make an experiment with it, believing that it
possesses the following advantages over the grooved rail:

1. It will reduce maintenance cost and require no atten-
tion in keeping clean.

2. It will reduce noise, the flanges having only one sur-
face to grind against as opposed to two and in places three
surfaces with the grooved rail.

3. It will require less attention to paving because, with-
the foundation material upon which the company has to
build — a Canadian or blue clay of a plastic nature — it is hard
to maintain the alignment even on the most solidly build
subbed, and the slightest shifting causes cracks and seams or
"bulges" in the paving material, requiring constant repairs.

4. It will be less damaging to rolling stock because there
is no groove to become clogged, causing jars by an uneven
surface.

DIRECTORY OF ELECTRIC RAILWAY ASSOCIATIONS.

American Street and Interurban Railway Association.
Secretary, Bernard V. Swenson, 29 West Thirty-ninth street,
New York.

American Street and Interurban Railway Accountants'
Association. Secretary, Elmer M. White, 29 West Thirty-
ninth street, New York.

American Street and Interurban Railway Claim Agents'
Association. Secretary, B. B. Davis, claim adjuster Columbus
Railway & Light Company, Columbus, O.

American Street and Interurban Railway Engineering As
sociation. Secretary, J. W. Corning, electrical engineer Bos
ton Elevated Railway, Boston, Mass.

American Street and Interurban Railway Manufacturers
Association. Secretary, George Keegan, 2321 Park Row build
ing, New York, N. Y.

California Electric Railway Association. Secretary
L. E. W. Pioda, Oak and Broderick streets, San Francisco, Cal

Canadian Street Railway Association. Secretary, Acton
Burrows, 157 Bay street, Toronto, Ont.

Central Electric Railway Association. Secretary, W. F.
Milholland. secretary and treasurer Indianapolis Traction &
Terminal Company, Indianapolis, Ind. Next meeting, Day-
ton, O., January 23, 1908.

Colorado Electric Light Power and Railway Association.
Secretary, John F. Dostal, Denver Gas & Electric Company,
Denver, Colo.

Electric Railway Shop Foremen's Association. Secretary,
J. R. Case, Public Service Corporation of New Jersey, Newark,
N. J.

Iowa Street and Interurban Railway Association. Secre-
tary, L. D. Mathes, general manager Union Electric Company,
Dubuque, la.

Massachusetts Street Railway Association. Secretary,
Charles S. Clark, 70 Kilby street, Boston, Mass. Meetings
held in Boston on second Wednesday of each month, except
July and August.

Michigan Electrical Association. Secretary, A. C. Mar-
shall, Port Huron, Mich.

Missouri Electric Light Gas and Street Railway Associa-
tion. Secretary, Charles Z. Pierson, St. Charles Electric Light
& Power Company, St. Charles, Mo.

National Amusement Park Association. Secretary, C. H.
Oberheide, Trenton, N. J. Annual meetings, third Tuesday of
each November.

New England Street Railway Club. Secretary, John J.
Lane, 12 Pearl street, Boston, Mass. Meetings held on fourth
Thursday of every month.

Northwestern Electrical Association. Secretary, R. N.
Kimball, Kenosha, Wis. Annual meeting, Milwaukee, Wis.
January 15 and 16, 1908.

Oklahoma Electric Light, Railway and Gas Association
Secretary, Charles W. Ford, Oklahoma City, Okla.

Pennsylvania Street Railway Association. Secretary
Charles H. Smith, superintendent Lebanon Valley Street Rail
way, Lebanon, Pa.

Southwestern Electrical and Gas Association. Secretary
R. B. Stichter, Dallas Tex.

Street Railway Association of the State of New York
Secretary, J. H. Pardee, 611 West One Hundred and Thirty
seventh street, New York, N. Y.

Wisconsin Electric and Interurban Railway Association.
Secretary, Clement C. Smith, president Columbia Construction
Company, Milwaukee, Wis.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

RECENT ELECTRIC RAILWAY LEGAL DECISIONS.

BY J. L. KOSESBERGER, I.L. B., OK THE CHICAGO lull.

Transfer Sufficiently Requested.
Sullivan v. Brooklyn Heights Railroad Company, 106 New
York Supplement, 378. — The supreme court of New York,
appellate division, second department, holds that a passenger
adequately requested a transfer from the conductor at the time
he paid his fare, where it appeared that he gave to the con-
ductor a transfer he had. and held out his hand to receive
another, when the conductor, muttering something, passed on.

No Reason to Stop When Way Seemed Clear.
Hess v. United Railways Company, 105 Southwestern Re-
porter, 277. — The St. Louis court of appeals holds that there
was no apparent danger of a collision which ought to have
induced a motorman to stop, where the testimony went to show
that as the car started to go by a wagon the pathway was
clear, with nothing in the situation to suggest danger of a
collision, and that the accident occurred by a sudden move-
ment of the horse while the car was passing.

Neighboring Property Benefits from Improving Street So That
Street Railway Seeks Extension.
In re Harvard Avenue North, 92 Pacific Reporter, 410. —
The supreme court of Washington says that it was urged that
the improvement for which an assessment had been approved
was of little, if any, benefit to the property included within
the assessment district, and that it would be of no practical
benefit to any one except to the street railway company.' The
Improvement, it was true, might afford the railway company
more convenient facilities for the extension and construction
of its line; but such fact did not establish that benefit did not
accrue to the property in the district. The mere fact that a
street is so improved that a street railway seeks to extend
its line thereon may well be considered as an element of
special benefit to the neighboring property.

Liability for Assault of Conductor on Passenger Waiting for
Transfer After Alighting.
Blomsness v. Puget Sound Electric Railway, 92 Pacific Re-
porter, 414. — The supreme court of Washington says that the
testimony of the plaintiff was to the effect that at the time
he paid his fare to the conductor he asked for a transfer and
the conductor replied, saying: "I will give you that between
Georgetown and Seattle;" that he did not see the conductor as
he was issuing transfers; that he saw the conductor and
asked him for a transfer just before the train stopped; that
when it stopped the conductor told him to step to one side, and
that another request for a transfer was followed with some
words and the conductor struck him over the head with a
lantern. The court thinks that, under all authority and in
accordance with principles of right, the plaintiff should be
deemed a passenger at the time of the assault and should be
allowed to recover damages.

for both man and car, whether there was any car which was
liable to injure him. Not having exercised this ordinary cau-
tion, the court thinks that the plaintiff, such a pedestrian, was
undoubtedly guilty of contributory negligence, and that a judg-
ment was properly entered in favor of the defendant.

Duty of Pedestrians Walking on or Near Tracks Owing to
Obstructions in Streets.
Mey v. Seattle Electric Company, 92 Pacific Reporter,
283. — The supreme court of Washington holds that where a
street was more or less occupied by debris, but there was
room for a pedestrian to step out of danger every few steps
along such route, the motorman of a car going in the same
direction might well be justified in concluding that he would
step out of the way of the car, instead or remaining on the
track, or so close to the track that he would be run down by
it. It thinks that it was the plain duty of the pedestrian,
while traveling in close proximity to the street railway track
in a place where he knew that cars were passing at short
intervals, to have exercised the ordinary caution of noticing,
when he passed those points where there w r as not room enough

City Necessary Party for Settlement of Controversy Between
Companies.
Tacoma Railway & Power Company v. Pacific Traction
Company, 150 Federal Reporter, 259. — The United States cir-
cuit court, in Washington, holds that in a controversy between
two rival street railway companies as to the right to occupy
with railway tracks the center of a public street the court
cannot determine that controversy where there is an unsettled
controversy between the city government and the complain-
ant concerning the matter and the city is not made a party
to the suit.

Company's Possession of Tracks Presumed to be Exclusive.
Jennings v. Brooklyn Heights Railroad Company, 106 New
York Supplement, 279. — The supreme court of New York, ap-
pellate division, second department says that the allegation of
the complaint that the defendant had an electric railroad
through Thirty-ninth street for the carrying of passengers
having been admitted by the defendant's answer, the court
could not presume that some other railroad company also ran
its cars over the defendant's tracks. It was therefore not
necessary for the plaintiff to show that the car that hurt him
was the defendant's. That fact followed from the fact that
the railroad tracks were the defendant's. If there was evi-
dence of the cars of another company running over the
defendant's tracks, the case might be different; but that fact
was not to be presumed. The presumption was to the con-
trary, namely, that the defendant's possession was exclusive.
No other company could be running cars over the defendant's
tracks except by its consent. Its right and possession must
at first have been exclusive, and the presumption was of
continuance, not of change.

Inexperience of Motorman and Absence of Conductor May be
Considered in Determining Whether Car was at Full

Stop or Not.
Shepherd v. Lincoln Traction Company, 113 Northwestern
Reporter, 627. — The supreme court commissioners of Nebraska
say that it was natural, therefore probable, that an inex-
perienced motorman would be more likely to mismanage the
car upon which the plaintiff was riding than one of much
experience. His want of acquaintance with the route and the
crossings where stops were to be made, especially on a dark
night, would more likely lead to his confusion and inability to
handle the car with the same degree of care as one of more
experience. So, also, the presence of a conductor, whose
business it was to direct the halting and starting of the car
by signals given the motorman, would tend greatly to increase
the probability of the car being -handled in the careful man-
ner that would not otherwise obtain. This being so, these
were circumstances which the court might properly direct
the jury they were at liberty to consider in determining
whether the witnesses for the plaintiff or defendant were most
likely to be correct upon the question of whether the car
had been brought to a halt at the time the plaintiff attempted
to alight therefrom, and had been suddenly started while she
was in the act of getting off. The probability that an in-
experienced rnotorman, having no assistance from a conductor
in the management of his car, would be likely to mismanage
the same to the injury of some of the passengers, was a cir-
cumstance which might properly be considered in support of
those witnesses who testified to mismanagement, in opposition
to those who testified that there was no mismanagement on
the part of the motorman. There was a conflict which the
jury had to determine. Any fact or circumstance which would
aid them in that duty was relevant to the issue, and was for

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

their consideration. Any circumstance which rendered more
probable the fact testified to by one set of witnesses, when
opposed to that of another set, was a relevant fact proper to be
considered.

Liability for Injury from Defective Gate as an Appliance.

Stappers v. Interurban Street Railway Company, 106 New
York Supplement, S54. — The city court of New York, trial
term, holds that if a gate upon a surface street car is within
the definition of "defective machinery, imperfect cars and
other conditions endangering the success of the undertaking,"
it is within the rule requiring "the highest degree of care
which human prudence and foresight can suggest." A gate on
the side of an electric surface car is an appliance. It is a part
of the car attached to it by hinges, and, when shut, fixed at
the other end by a hook. It is part of the machinery "availed
of for the operation of the railroad." When the car is crowded
a defective gate may lead to most serious injury, and its im-
proper maintenance cause "loss of life or limb to the traveling
public." The condition of travel shown required the utmost
care in the maintenance of the gates on the street cars of this
city. A secure gate is "essential to safety of operation."
Whether the company met this obligation was properly sub-
' mitted to the jury.

A passenger is not called upon to provide against a de-
fective appliance, unless such defect is shown to have been
known, or under the circumstances should have been observed,
by him. The only precaution which could be taken against
a concealed defect in an appliance would be to refrain from
riding on the car. Lack of proof, therefore, that the plaintiff
took precaution against negligent operation does not require
that the complaint be dismissed, or that a verdict be directed
for the defendant, where the cause of action is based upon
the defendant's negligence in maintaining an appliance. The
question for the jury was, as charged, whether the defendant
exercised the skill, care and foresight in the maintenance of
this appliance for the protection of its passengers required
by law, and, if not. whether the plaintiff's injuries were caused
solely by such careless maintenance.

Liability for Injuries from Motorman Leaving Controller and
Passenger Turning on Power.

.Moouey v. Seattle, Renton & Southern Railway. 92 Pacific
Reporter, 408. — The supreme court of Washington says that
the defendant's car line between the city of Seattle and the
town of Renton descends from Jackson street to Dearborn
street, a distance of four blocks, at a grade of 11 per cent. At
Dearborn street a switch turns the south-bound cars to the
right-hand track as you go south, and from that point a double
track is maintained. The plaintiff became a passenger on an
outgoing car. The seats were all filled, and passengers were
standing in the aisle and on the front and back platforms.
The plaintiff occupied a standing position on the back platform
near the car door. As the car passed Jackson street, the
motorman set the brakes, turned off the power, and left his
post at the controller to close a gate at the side of the car.
While thus engaged, one of the passengers stepped up to the
controller, released the brakes, and turned on the power. As
he did so, the car shot ahead and soon attained a speed of
from 25 to 30 miles per hour, and as it rounded the curve onto
the switch at Dearborn street, the plaintiff was hurled from
the car.

At the time of the trial, some nine months after the acci-
dent, the plaintiff was seriously crippled and unable to perform
labor or follow his usual occupation, that of barbering. He
recovered a judgment for $5,000 damages, from which the trial
court required a remission of $1,500. The judgment for $3,500
is here affirmed.

In the supreme court's opinion, a motorman in charge of a
car loaded with passengers, who sets his brakes, turns off his
power, permits his car to descend an 11 per cent grade without

a guiding hand, leaves his controller surrounded by passen-
gers, any one of whom may release the brakes or turn on the
power at will, and goes so far from his post of duty that he
cannot return thereto until the car has sped a distance of four
or five blocks, without some controlling necessity for such
action on his part, is guilty of gross and inexcusable neglect;
and the defendant could not be prejudiced by any charge the
court might give on the question of its negligence.

Duty of Motorman Observing a Horse or Team Manifesting
Fright.

Metropolitan Street Railway Company v. Fawcett, 92 Pa-
cific Reporter, 543. — The supreme court of Kansas holds that
in an action brought by the driver of a carriage against a
street car company for personal injuries resulting from a col-
lision between the carriage and a car, evidence is pertinent
of the management of the car and of the conduct of the
driver from the time the horse manifested such fear of the
approaching car as should have attracted the attention of the
motorman to the time of the collision. It says that it may be
asserted as a general proposition of law that whenever a
motorman in charge of a swiftly running car observes, and
he must constantly watch, a horse or team which is being
driven in close proximity to the car track and which mani-
fests fright, it is his duty to reduce his speed preparatory to
a sudden stop, if it becomes necessary. His precaution should
be proportionate to the apparent danger. If it be generally
true that a single driving horse, frightened by an object ap-
proaching from the front, is more difficult to control than a
double team, and more likely to wheel so suddenly around as
to upset the carriage and its occupants, the motorman must
recognize this fact and act accordingly.

Enforcement of Ordinance Requiring Stops Will Not be En-
joined.

Georgia Railway & Electric Company v. Town of Oakland
City, .j9 Southeastern Reporter, 296. — The supreme court of
Georgia says that the municipal authorities passed an ordi-
nance requiring street cars traversing a street named to be
stopped at the points already in use (except one) and also at
three additional points to receive passengers who might there
seek to board such cars, and signal or give notice of their
intention to do so. The company filed an equitable petition,
seeking to enjoin the enforcement of the ordinance by frequent
arrests and trials of its employes for violating it. The petition
alleged that the ordinance was void on the grounds that it was
unconstitutional, that the defendant had no power under its
charter to enact the ordinance, and that such ordinance was
unreasonable. It was claimed that to allow such arrests and
prosecutions would cause a multiplicity of cases, would inter-
fere with the running of its cars and schedules, and disarrange
the schedules established by the company. The evidence was
conflicting as to the necessity or convenience of making the
stops at the fixed places..

Without determining whether the ordinance complained of
was valid or not or whether it was in whole or in part unrea-
sonable, the court says that the facts of this case were not such
as to require the reversal of a judgment refusing an injunction.
The general rule is that a court of equity has no jurisdiction to
enjoin criminal prosecutions; and this rule is applicable to
proceedings to punish for violations of municipal ordinances,
which are quasi criminal in their nature. The cases in which
proceedings to enforce such ordinances will be enjoined are
exceptional in character. There was no effort to take away
property or property rights, or to destroy or substantially
impair a franchise. The ordinance was a police regulation of
travel in the street of a municipality. It was not shown that
any irreparable injury would result; but, at most, a small inter-
ference with the schedules which the company desired to main-
tain, while the cases made against its employes proceeded to
trial when the validity of the ordinance could be tested.

January 11. 1908.

ELECTRIC RAILWAY REVIEW

News of the Week

Brooklyn Tunnel Opened.

Tin- extension of the [nterborougb Rapid Transit subway
under the East river from the Battery to the Borough hall in
Brooklyn was opened for regular passenger traffic shortly
after midnight on Thursday of this week. Trains had been
run through the tunnel for several days to familiarize the
trainmen with the situation and to allow the company's offi-
Clals and prominent engineers to inspect the tunnel. The
operation of the tunnel has been looked forward to by the
residents of Brooklyn for several years and was received with
great joy, as it is expected to relieve to a considerable extent
the great congestion of traffic at the Brooklyn bridge. Plans
have been made for a formal celebration of the event. Gen-
eral Manager Frank Hedley of the [nterborough Rapid Transit
Company has announced that all Lenox avenue and West
Farms express trains will run through to Borough hall, while
the Rroadway expresses will turn at the Batter} as formerly.
Hut after the express trains are discontinued at night the
Lenox avenue and West Farms locals will run to Brooklyn
and the Broadway locals to the Battery only. When the ex-
press i rains an' in operation all local trains will turn at the
Citj hall loop.

Improvements at the Brooklyn Bridge Terminal.

Elevated trains on the Brooklyn bridge came 100 feet
farther over Park row at the Manhattan end of the bridge on
January 4 than ever before. The extension of the island plat-
form was opened for the first time and the slips now extend
across Park row. Work has been begun on new loop tracks
at the Brooklyn end of the bridge and within a few days a
new system of running trains and trolley cars across the
bridge will be installed.

The east end of the island platform at the Manhattan end
is being cut off to make room for additional switches be-
tween the island, incoming and outgoing platforms, and when
the entire length of the extension across Park row is com-
pleted there will be room in the slip for an additional car and
6-car trains will be run over the bridge instead of 5-car trains.

As soon as the new trolley tracks are laid at the Brooklyn
end of the bridge a trolley service similar to that on the
Williamsburg bridge will be installed. There will be bridge
trolleys running at about 1-minute intervals, which will go
only from one end of the bridge to the other and back. These
will carry all local bridge passengers for a 2V&-cent fare.

When the local trolleys are started there will be no more
local elevated trains. All local passengers will be carried on
the trolleys and all elevated trains will be through trains dur-
ing the rush hours as at other hours of the day.

New York City Railway Receivers Protest Against Order of
Commission.

Adrian H. Joline and Douglas Robinson, receivers for the
New York City Railway, have sent a communication to the
public service commission replying to the order of the com-
mission that all of the company's cars shall be sent to the
repair shops and completely overhauled at the rate of 10 a
day. The letter states:

"We do not concede the correctness of the recital of fact
contained in your order to the effect that the equipment, ap-
pliances and devices in question are unsafe or improper, or
that the repairs directed by said order ought reasonably to
be made to promote the security of the public, or that the
time given within which to make such repairs is reasonable.

"As stated in our letter to you of December 20, we have
been engaged since our appointment in pushing as vigorously
as possible, with all available means at our command, the
work of repair and maintenance of the rolling stock operated
by us. Although laboring under great disadvantages, we have
made notable progress so that by the early part of December
the number of cars disabled on the road had been reduced
to less than half the number disabled under similar conditions
immediately prior to the receivership. While admitting that
for causes entirely beyond our control the rolling stock is in
many respects inadequate, we take issue with the statement
that it has been at any time during the receivership, or is now.
unsafe either for the public or our employes. Our entire
effort has been directed (and we think successfully) toward
giving the best possible service to the public consistent with
the physical facilities and money which we have had at our
disposal. The equipment has been rehabilitated as rapidly as
was possible under the circumstances, having due considera-
tion to the necessities and conveniences of the traveling pub-
lic. We cannot promise or undertake, with the facilities and

resources at our command, a full and literal compliance with
the provisions of your order."

The receivers are also ordered to notify the commission
daily of the number of cars repaired and the number of cars
rim into I he shops for repairs.

Philadelphia Strike Averted.

The difference between the Philadelphia Rapid
Company and its employes, who have recently organized a
blanch of the carmen's union and have for several weeks been
threatening a strike, were settled on Tuesday by the Inter
vention of Mayor Reyburn. It is now stated that all possi-
bility of a strike has been averted. The mayor, at the in
stance of the Central Labor 1'nion, addressed a letter to .1 I:
Parsons, president of the company, asking for the reinstate
meiii of 65 men. said to have been discharged for joining the
union. He also stated what the men considered their griev-
ances and asked thai the companj arrange for a settlement
of the difficulties in the interests of the public. Mr I'
immediately replied to the mayor, agreeing to reinstall' Is ol the
< ". . men. who, he said, bad been discharged for "neglecting the
interests of the company for others which they deemed more
important." The other 17 men were discharged for other
causes and will not be reinstated. With regard to the othei
grievances of the men Mr. Parsons' letter was as follows:

"We never, in a proper sense, have refused to hear an
appeal from our employes, and any suggestions which they
make as to schedule will receive our careful considers
tion. In order that this matter may be taken up regularly
the company will fix one day a month, when any discharged
employe or any employe with a grievance may appear before
the general manager, either alone or accompanied by a com-
mittee of, say, three of his coemployes, to present any appeal
or suggestions touching their relations with the company.
With regard, however, to an increase in wages, I have already
explained to you that the present financial conditions of the
company make it impossible."

Strike on Local Lines of the Indiana Union Traction Company.

The strike of the motormen and conductors employed on
the local lines of the Indiana Union Traction Company, which
was declared on January 1, as reported in last week's issue of
the Electric Railway Review, has developed into such a
serious situation as to require the use of the militia and prac-
tically suspend business in Muncie. The most serious trouble
has occurred at Muncie, but Anderson and Marion have also
been affected by the strike. As previously stated, the diffi-
culty has been caused by the company's signing a wage con-
tract with the Brotherhood of Interurban Trainmen, of which
the majority of its employes are members, instead of with the
Amalgamated Association of Street and Electric Railway Em-
ployes, to which the local trainmen belong. The company's
position is that it can recognize but one association and has
consequently chosen the most representative.

The developments of the first three days of the strike
were reported in last week's issue. The places of the strikers
in Anderson and Muncie were taken by professional strike-
breakers from Chicago, whose presence so inflamed the mob
of unemployed men at Muncie, where they are especially
numerous, that the company found it impossible to run its
cars. In the riots on Wednesday and Thursday of last week
several cars were damaged and several persons were shot by
the strike-breakers. It is noteworthy that the striking em-
ployes have been little in evidence and that nearly all of the
violence has been at the hands of irresponsible labor en-
thusiasts and sympathizers.

Late Friday afternoon, when the company attempted to
run cars, a mob of nearly 3,000 collected and in spite of the
efforts of the local police authorities, the rioting became so
serious that several companies of the Indiana National Guard,
who had been stationed at Indianapolis in readiness, were
required to restore order. At noon on Saturday Governor
Hanly proclaimed martial law in Muncie and vicinity and
the mayor ordered the saloons closed. Five hundred business
men were sworn in as special deputies. With their assistance
the police and the soldiers were able to prevent any serious
outbreaks and the company resumed the operation of its cars.
On Sunday the imported strike-breakers were returned to Chi-
cago and regular uniformed men were placed on the cars, some
of them being local men and others out-of-town men. who are
said to have been permanently employed. On Monday cars
were operated until 10:30 at night. This week obstructions
have frequently been placed on the tracks, but nothing more
serious has happened.

On Saturday 27 members of the union at Marion declared
a strike, but their places were readily filled and the service
was only slightly disturbed. At Anderson there has been no
violence, the strike taking the form of a boycott. At the re-
quest of the citizens the strike-breakers were sent away last

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

week. On Monday a citizens' committee, appointed for the
purpose ot urging the company to arbitrate, called upon Presi-
dent A. W. Brady of the company. Mr. Brady informed the
committee that it would be impossible to arbitrate because of
the contract with the brotherhood.

The company's interurban service has not been affected
by the strike. This week the authorities at Muncie have at-
tempted to effect some sort of a settlement, as business has
been partially suspended and the expense of enforcing order
has been very great. On Monday A. L. Behner and Frederick
Fay, officers of the Amalgamated association, were ordered to
leave the city by the local authorities, who declared that the
men stood in the way of a settlement and were interfering
with the peace of the community. On Tuesday Governor
Hanly arrived in Muncie to investigate the situation per-
sonally and the question of withdrawing a part of the soldiers
was discussed.

W. D. Mahon, president of the Amalgamated association,
arrived in Muncie on Tuesday to take charge of the strike.
The state labor commissioners tried to arrange a compromise
whereby the company should sign a contract for the local
men with the Amalgamated association and apply the contract
with the brotherhood to the interurban service. Mr. Mahon
declined to consider a compromise.

Design of High-Voltage Power Stations. — On Monday. Jan-
uary 13, David P. Rushmore. Schenectady, N. Y., will present
a paper on "The Design of High-Voltage Power Stations" be-
fore the Philadelphia section of the American Institute of
Electrical Engineers.

New Depot Route Established in Chicago. — The Chicago
Union Traction Company has obtained permission from the
board of supervising engineers to operate its North State
street cars as far south as the Polk street station of the Chi-
cago & Western Indiana Railroad. The cars will run south
on State street to Washington, west to Dearborn and south to
Polk. Heretofore the cars have stopped at State and Lake
streets.

New Haven Road Adopts Single-Phase Equipment for
Branch Line. — The New York New Haven & Hartford Rail-
road has decided to change the equipment of its New Canaan
branch, running from Stamford to New Canaan, Conn., 7%
miles, from 600-volt direct current to 11,000-volt single-phase.
Two trains, each consisting of a 60-ton motor car equipped
with four 125-horsepower motors and a 30-ton trail car, will
be operated.

British Association Considers Brakes. — A committee of
the Tramways and Light Railways Association of Great Brit-
ain, which has for nearly a year been considering the subject
of brakes for electric cars, is reported to have completed its
investigations and a final report may be expected in a short
time. The committee has been co-operating with the board
of trade in the matter and has inspected a large number of
new types of brakes.

International Electrical Exposition. — An international ex-
position devoted to the various applications of electricity will
be opened at Marseilles, France, on April 19, 1908, and will
extend until October 31. The exposition will be held at Pare
du Rond-Point du Prado and will be under the patronage of
the municipality and the chamber of commerce of Marseilles,
of the men received the rewards. This. is the fifth year the
company has made a distribution of this kind.

Amarillo (Tex.) Electric Line Opened. — A party composed
of officials, Amarillo business men and newspaper representa-
tives, made a trip over the line on January 2, in the first car
to he operated since the road was completed. Eleven miles of
track has been laid, all of which was found to be in excellent
condition and, with the exception of one section which will use
a crossing not yet completed under the Santa Fe tracks, was
pronounced ready for the formal opening. This will take place
during the Panhandle jubilee which will be held in that city
on January 9, 10 and 11.

Inspection of Interlocking Devices Required. — The Indiana
railroad commission has adopted a new set of rules which
require that all companies having charge of the maintenance
and operation of interlocking devices shall inspect these
plants monthly, and shall report to the commission not later
than the first day of the succeeding month. The rules also
provide that all steam and interurban companies interested
in the operation of such interlocking devices, but not charged
with their maintenance and operation, shall inspect the plants
once every 60 days and report the result to the commission.

Omaha Line May Have Owl Car Service. — The advisability
of starting owl car service on several of the street railway
lines of the Omaha & Council Bluffs Street Railway will be

discussed at the annual meeting of stockholders to be held on
January 13, next. If this practice is decided upon hourly
service following the discontinuance of frequent traffic at 1
o'clock probably will be maintained until regular day service
is resumed at 5:30. The operation of owl cars is made pos-
sible by the recent installation of power storage equipment
at the new Lake street substation, which will permit closing
down the main power house until the day traffic is resumed.

American Institute of Electrical Engineers, Toledo Sec-
tion. — The regular monthly meeting of the Toledo section of
the American Institute of Electrical Engineers was held Friday
evening, January 3, 1908, in the Builders' Exchange. Reports
were submitted by H. B. Dorman for the membership commit-
tee and by George E. Kirk as to the meetings. Officers of the
section for the year were elected as follows: Chairman, C. R.
McKay, electrical engineer Toledo Railways & Light Com-
pany; vice-chairman of the section and chairman of the pro-
gramme committee, M. W. Hanson; secretary, George E. Kirk;
chairman of the membership committee. H. B. Dorman; treas-
urer, Emil Gran.

Chicago Federation of Labor Advocates Regulating Or-
dinances. — The Chicago Federation of Labor at its meeting on
January 5 adopted resolutions advocating two ordinances
which are to be recommended to the local transportation com-
mittee of the Chicago city council. The first proposed or-
dinance would limit the number of passengers to be carried
by a street car to the number of seats provided in the car and
prohibit the admission of more than 100 persons at a time to
the station platforms of the elevated roads. The second pro-
vides that all lines operating under city franchises be com-
pelled to furnish "delay checks" to passengers entitling them
to transportation on another line in the event of any unfore-
seen delay.

Park Improvements at Grand Rapids. — The Grand Rapids
Railway is planning a large number of improvements to be
made before summer at Ramona park, located near Grand
Rapids, Mich. Several new concessions will be let and it is
planned to erect a "shoot the chutes." The principal improve-
ments, however, will be made at Manhattan beach, across the
lake from Ramona park, the terminal of the railway line. At
this point a large pavilion will be erected which will contain
a dance hall and other summer resort amusement features.
Eighty new bathhouses will be erected for the use of men
and 40 for women. The line of beach will be extended and
new steamboat docks will be built. The company is also
planning for improvements at North park, about three miles
north of the city on Grand river.

Recent Accidents. — A head-on collision occurred between
a passenger and a freight car of the Evansville & Mt. Vernon
Electric Railway at Ford's station, 10 miles east of Evansville,
Ind., on January 4. One passenger was killed and several
injured. The accident occurred on a single track at a point
near where the cars had been ordered to meet. A heavy fog
is said to have caused the accident. — Twenty-two persons
were injured at Savannah, Ga., on January 4, in a rear-end
collision on the West Savannah line of the Savannah Electric
Company. The accident was caused by the slipping of a
trolley wheel on the forward car, which put out the lights
and rendered it invisible to a small car crowded with passen-
gers that was rapidly following. The front end of this car
was badly damaged. None of the passengers was seriously
injured.

Discussion on New York Subway Plans. — Comptroller Metz
of New York City has announced his opposition to the plans
of the public service commission for the Broadway-Lexing-
ton avenue subway route, which was described in last week's
issue of the Electric Railway Review. Mr. Metz says the city
has no money to build any more subways at present and that
new plans should not be considered until the Brooklyn Fourth
avenue route, for which plans have been approved and money
appropriated, has been built. Chairman Willcox of the com-
mission states that the new route will in no way interfere
with the Brooklyn subway; that the plans for the latter are
being revised and bids will be asked for and contracts let as
soon as the changes have been made. He says that as soon
as the plans for the Broadway-Lexington route are prepared
they will be submitted to the board of estimate for such action
as it may see fit to take.

Ordinance to Regulate San Francisco Service. — M. I. Sulli-
van of the San Francisco board of supervisors has submitted
to the board a draft of an ordinance to regulate the operation
of street cars in the city. The proposed ordinance provides:
That the company shall build a power house of sufficient
capacity to insure power for the operation of sufficient cars to
carry all passengers with speed and comfort; that no car shall

January 11, 190S.

ELECTRIC RAILWAY REVIEW

carry more standing than sitting passengers; that each car
shall carry a destination sign at night which may be read
at a distance of 300 feet and be equipped with fenders two
inches above the tracks; that air brakes shall be inspected
daily. Further provisions limit the speed of cars, fix a
schedule showing the number of cars to be operated and pro-
vide for universal transfer rules and complete monthly reports
to the board, etc.

Officials of Central Illinois Traction Company Reindicted
for Charleston Wreck. — The grand jury at Mattoon, 111., that
last. October indicted the directors and two employes of the
Central Illinois Traction Company on account of the disastrous
accident of August 30, met again on January 6 and reindicted
those who were originally indicted. The indictments against
the officials and directors were made more comprehensive
than before by making them read for manslaughter and crim-
inal negligence instead of for manslaughter alone. Those in-
dicted are: Judge Peter S. Grosscup. .Marshall E. Sampsell,
A. W. Underwood. F. M. Peabody and E. A. Potter of Chicago,
and Fred Moore of Charleston. The two motormen were also
indicted for manslaughter. The action of the grand jury has
occasioned some surprise, as the various claims against the
company were all settled last Saturday for $41,000. It is
stated that physicians who attended the wreck victims will
sue the company for claims aggregating $3,000.

American Institute of Electrical Engineers. — A meeting of
the American Institute of Electrical Engineers was held in the
auditorium of the Engineering Societies building, 33 West
Thirty-ninth street, New York City, on Friday, January 10.
The programme as announced included the following papers:
"The New Haven System of Single-Phase Distribution, with
Special Reference to Sectionalization," by W. S. Murray, elec-
trical engineer New York New Haven & Hartford Railroad;
"A Single-Phase Railway Motor," by E. F. Alexanderson, elec-
trical engineer General Electric Company, Schenectady, N. Y.
A special meeting of the "institute will be held in the audi-
torium of the Engineering Societies building, on Friday,
January 24. At this-meeting the following papers will ba^'pre-
sented for discussion: "Electrical Engineering Education," by
Charles P. Steinmetz, chief electrician General Electric Com-
pany. Schenectady, N. Y.: "The Best Engineering Education,"
by Charles F. Scott, consulting engineer Westinghouse Electric
& Manufacturing Company, Pittsburg, Pa.

Consider Chicago Loop Problem. — A meeting of the local
transportation committee of the Chicago city council was held
on Thursday of this week to consider steps to be taken to
relieve the congestion on the Union elevated loop. It was
decided to take action as soon as possible and to hold another
meeting on February 1 to consider the plans of the railroad
officials. President M. B. Starring of the Northwestern Ele-
vated Railroad, President H. G. Hetzler of the Metropolitan
West Side Elevated Railway and President Charles V. Weston
of the South Side Elevated Railroad were present at the meet-
ing. Mr. Starring explained that his office is working on a
plan for the extension of the station platforms as one step
toward solving the problem. The other officials said that
their offices also were considering plans and that they would
prefer to have several conferences before presenting a com-
posite proposition to the aldermen. "Enabling legislation by
the council is now all that is necessary to permit the station
platforms to be extended around the loop," said Chairman
Milton J. Foreman of the committee. "It is certain that the
committee will not consent to any so-called solution of the loop
problem which will necessitate the erection of other elevated
structures in the downtown district."

Burning Coal Smokelessly. — Bulletin Xo. 15 of the En-
gineering Experiment Station, University of Illinois, "How to
Burn Illinois Coal Without Smoke," by L. P. Breckenridge,
director, has just been issued. A few pages are devoted to
the principles of combustion and the losses due to smoking
chimneys, but the larger part of the bulletin relates to the
constructive features of those boiler settings and furnaces
that have been found practically smokeless in operation at
the power plant and in the experiment station at the Uni-
versity of Illinois. The leading dimensions of the settings
and furnaces are given and sectioned cuts show the general
character of the settings. With each cut is given a statement
as to the range of capacity of each setting for smokeless
operation. Especial emphasis is given to the importance of
knowing the rate at which the coal is to be burned on each
square foot of grate surface, together with the per cent of
volatile combustible which the coal contains, and for which
a suitable combustion space or chamber must be provided.
While this bulletin discusses the smokeless burning of Illinois
coals, the principles and methods explained apply equally well
to the burning of all kinds of soft coal. Copies of this bul-
letin may be obtained gratis upon application.

Traffic and Transportation

Chicago Elevated Road Traffic.

The total number of passengers carried in December on
the South Side Elevated Railroad, Chicago, was 3,713,415 as
compared with 2,951,590 in December, 1906.

The Metropolitan West Side Elevated Railway carried
4,579,406 passengers in December as compared with 4,829,475
in December, 1906.

The Northwestern Elevated Railroad carried 3,284,711 pas-
sengers in December as compared with 2,942,028 in December,
1906.

Fares Raised on Massachusetts Road.

Stone & Webster, general managers of the Blue Hill Street
Railway of Canton, Mass., have announced that in order to
preserve the road from bankruptcy, it is necessary to increase
the fares from 5 to 6 cents. The increase has therefore been
ordered. "The step of raising the fares is the only one left
open to us at this time," said A. H. Warren of Stone &
Webster. "The road is at present running at a loss. And I
may say, many roads in this state are in the same position. A
few are showing a surplus, some break about even and more
still show a yearly deficit. There is not enough business."

The Blue Hill company operates an electric railway from
Mattapan, where it connects with the Boston Elevated Rail-
way, through Canton to Stoughton, where connection is made
with the Bristol & Norfolk Street Railway and the Old Colony
Street Railway.

Round-Trip Tickets Sold at Stations by Illinois Traction
System.

B. R. Stephens, general traffic manager Illinois Traction
System, has sent us the following in explanation of the change
in the method of selling tickets:

"Since the opening of our lines west of Champaign in
August, 1904, we have followed the policy of selling tickets at
the terminal stations and also at some of the larger stations
on our line, the latter particularly the county seats, while for
the intermediate stations and country stops round-trip tickets
were sold by the conductors on the cars. Our business has
gradually increased until it has reached such volume that we
found it impossible for the conductors to collect all of the
fares and still handle these round-trip tickets, consequently we
have placed the tickets on sale at all of our stations, generally
on a commission basis, and for the benefit of our rural patrons
we sell a $5.00 fare book at $3.75 net, which gives the same rate
of fare as the round-trip tickets. These books are issued only
to individuals and are limited to six months. We also sell a
$10 fare book for $7.50 net, which is unlimited as to time of
use and is good for an entire family."

New York City Railway Receivers Reply to Order for Increased
Service.

A. H. Joline and Douglas Robinson, receivers for the New
\ovk City Railway, have sent a letter to the New York public
service commission, first district, in reply to the order for an
increase in the number of cars on the Eighth avenue line. The
letter states:

"Your attention is called, for example, to the fact that the
specification numbered 3, provided for running on Sundays
south from One Hundred and Forty-ninth street to Thirteenth
street not less than 600 cars, increases the service to an extent
far in excess of the actual requirements. It is a well-known
fact to all familiar with street railway management that the
volume of traffic varies extremely on Sundays. The difference
between rainy and pleasant Sundays as regards the number of
passengers carried is often as great as 75 per cent. Under
these circumstances to order a fixed number of car-miles to be
operated on that day is, in our judgment, wholly unjustifiable.
The proper operation of the road demands a reasonable flexi-
bility in the service, so that the number of cars can be varied
to meet its changing requirements.

"You will observe by reference to three blue prints sub-
mitted to you at your request, and showing the comparison
between the seating capacity and the number of passengers
riding on the Eighth avenue cars on Sunday, December 15
i which was a stormy day), that these records show that suffi-
cient seating capacity was afforded substantially all day. Not-
withstanding this fact the specification of your order above
referred to would require that approximately 3,600 car-miles
per day should be operated in excess of the car mileage oper-
ated on the Sunday in question. On the basis of 18 cents per
car-mile this would mean an expenditure of approximately
$34,000 a year. Considering the average number of stormy

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

Sundays it is evident that a substantial sum of money will be
practically wasted. In view of the present financial condi-
tions and the difficulties which we are having in an endeavor
to properly accommodate the public with the means at our dis-
posal, it seems to us that such a requirement as the one in
question is neither just, reasonable nor proper."

Explains New Transfer System in Galveston, Tex.

H. S. Cooper, manager of the Galveston (Tex.) Electric
Company, had a signed statement in the Galveston News on
January 1, in explanation of the new system of transfers which
went into effect on that date. The statement says:

"The term 'universal transfer' does not mean that a pas-
senger can get on a car and obtain a transfer to any and every
other line at any place of intersection. The object of the
transfer is to allow a passenger to ride from one portion of the
city to another portion of the city — 'in one general direction
only' — for one fare. Anything further than this would not be
equitable to the company, as it would allow passengers to get
on a car near their residences or places of business, ask for a
transfer on some other line that ran close to their residence
or place of business, get off at the transfer point nearest that
to which they wanted to go, transact business there and return
to their residence or place of business on the transfer — having
virtually obtained two complete rides in different 'general
directions' for one fare, a manifest injustice to the company
and a right not due the public.

"Neither is the transfer intended to give a patron the
privilege of getting on a car close to his residence or place of
business, obtaining a transfer to a. line only a block or two
away and riding from 5 to 20 blocks unnecessarily before he
gets the line that will take him to his destination. No street
railway system on earth will permit everybody to get on a car
in front of their doors and be carried to the front door of the
place to which they desire to go; this can only be done by
private conveyance — and generally costs more than 5 cents!
The street railway, being limited by tracks and fixed routes,
can only carry its passengers on those fixed routes, and any-
one who does not live directly on its lines is compelled to
walk to and from them.

"The 'time limit' of the transfer has been made particu-
larly liberal. On every line the limit of time in which the trans-
fer must be used has been made such that the passenger will
be certain to catch a car on the connecting line within the
time limit of the transfer just issued to him. The time limit
is also arranged to take care of any slight, ordinary delay
in the schedule of the first car, and where the first car is de-
layed so long as to cause the time limit on a transfer, already
issued to a passenger, to run out, the conductor will, upon
request, issue a new transfer with proper time limit.

"Some few persons may live in such locations and desire
to travel to such points that the new system may benefit them
but little, but it is the belief of the company that that part
of the public will be very small. The company has tried to
arrange this system for the convenience and saving of money
of the many and not of the few. It has not tried to specially
please or accommodate any particular section or sections, but
to do the best it could for the most people. It has not tried
to please everybody — that would be an impossibility, and to try
it would please no one.

"The company would ask of its patrons a little forbear-
ance and patience in the matter until they and its employes
are familiar with the matter. The conductors are as new to
this transfer — in actual practice — as is the public, and, being
human, will be liable to make errors. A very little time and
some patience on the part of the public will get the system
into smooth running order, and the company thinks that its
patrons will fully appreciate the time and labor and expense
that have been given by the company in preparing this new
year gift for its patrons, a gift which is an appreciation of the
patronage bestowed on it and carries with it the wish for a
'happy and prosperous New Year' for all its patrons."

May Abolish Transfers Between Third Avenue and New
York City Roads. — As a result of the appointment of an inde-
pendent receiver for the Third Avenue Railroad of New York
transfers between that road and other lines in the New York
City Railway system may be abolished.

Meeting of Traffic Officials. — In view of the proposed
formation of a traffic association at Dayton, O., on January 22,
the programme for the annual meeting of the Central Electric
Railway Association at the same place on January 23 includes
several matters of especial interest to traffic officials. The
programme is published in another part of this issue.

Large Increase in Service Ordered. — The New York public
service commission, first district, has issued orders to the
Richmond Light & Railroad Company and the Staten Island
Midland Railroad to increase the service to the extent of about
25 per cent, and particularly providing that not less than two

cars should leave St. George within five minutes after the
arrival of the ferry boats from Manhattan. It was also ordered
that all cars designated to run to St. George should be actually
run over the elevated structure to the entrance of the ferry
and not stopped at Jay street.

Will Appeal for Rehearing of Interstate Commerce Com-
mission Case. — The Chicago & Milwaukee Electric Railroad
will make application to the interstate commerce commission
for a rehearing on the petition filed by that company to compel
the Illinois Central Railroad to make through routes and joint
rates on cabbage from points on the electric line to points on
the steam road in the south.

Springfield (Mass.) Street Railway Reduces Service. — On
account of a noticeable decrease in travel on all lines, the
Springfield (Mass.) Street Railway Company has decided to
make several changes in schedule. Patrons of the Chicopee-
Longmeadow line, by way of Glenwood, and the Feeding Hills
line will be principally affected by the changes. While the
morning, noon and early evening travel is heavy, traffic during
the day and late evening is considerably lighter.

Loss on Owl Cars. — A. G. Maish, general manager of the
Des Moines (la.) City Railway, is quoted as saying that the
operation of the owl cars costs the company about $25 per
day above the income from them. He says that the nightly
average number of patrons on the owl cars is about 200.
The largest number is carried on the 1 o'clock cars. On the
Highland Park line, as few as six people have been carried
in a night, Mr. Maish says.

Theater Train Service on the Spokane & Inland. — The
Spokane & Inland Empire Railroad has issued an illustrated
post card announcing the establishment of a new Saturday
night theater train service for the accommodation of patrons on
the Spokane & Inland division. The theater train will leave
the Spokane terminal every Saturday night at 11:30, stopping
at all points south to Palouse and Colfax. The card contains
a programme of the principal attractions to be presented at the
Spokane theaters during the present season. Reservations at
any Spokane theater may be made through the station ticket
agents.

Reduced Fares for Uniformed Employes to be Discon-
tinued. — T. K. Glenn, vice-president of the Georgia Railway &
Electric Company of Atlanta, Ga., complying with the anti-
pass rule of the Georgia railroad commission, has notified the
postmaster of Atlanta and the Atlanta Gas Light Company
that existing contracts for reduced fares for uniformed em-
ployes will not be renewed at expiration. Mail carriers and
uniformed employes of the gas company have been permitted
to ride upon the payment by the government and the gas-
company of $3.00 per month per man to the electric company.
The contract with the gas company expires on February 1,
1908. The contract with the government expires on Septem-
ber 1, 1908. In future there will be no reduction in rates un-
less the contract is approved by the railroad commission.

Improved Service Demanded in Louisville, Ky. — Mayor
Grinstead and members of the general council of Louisville,
Ky., have demanded that the Louisville Railway make improve-
ments in its schedule and establish a universal transfer sys-
tem. The city authorities demand sufficient cars to provide all
passengers with seats, and that there be no greater interval
between cars during the day than 10 minutes. The company
was also urged to issue transfers to permit passengers, if
tracks do not intersect, but are within two blocks of each
other, to leave one line and ride on cars on the other without
the payment of additional fare. T. J. Minary, president of the
company, announced that the preparation of a new schedule
will be begun at once, but told the city officials that the
directors would have to be consulted before any promises con-
cerning a universal transfer system could be made.

In accordance with an ordinance recently passed by the
city council of Youngstown, O., the Mahoning & Shenango
Railway & Light Company is equipping its city cars with
fenders. The company has requested permission to use pilots
on its interurban cars on account of their greater stability.

A new artesian well of water with medicinal qualities
has been discovered on the Ft. Des Moines line of the Des
Moines City Railway. The company has announced that a
depot and buildings will be erected at that point and if the
demand warrants it a sanitarium will be established.

The Illinois Traction System on January 1 instituted
through service from Danville to Springfield, 111., via Decatur.
The cars, which are called the "Capital City Limiteds," are
handsome chair cars and make the run in 4 hours and 45

minutes.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

Construction News

FRANCHISES.

Berkeley, Cal. — The San Francisco Oakland & San Jose
Railway Company has filed application for a 50-year franchise
to build an electric line along Sacramento street from the
i lakland line to the north end of Berkeley, serving that section
to the north which has been donated for the proposed capitol
site. Work is to be started within six months and completed
within two years from the date of the franchise. The exten-
sion will cost approximately $3,000,000, including equipment,
and will form part of an extensive system of lines serving the
region from the Berkeley hills to the bay and reaching to
Richmond and the Contra Costa towns. J. Q. Brown, assist-
ant general manager and purchasing agent, Oakland, Cal.

Chicago, III. — An ordinance has been presented to the city
council granting to the Chicago City Railway Company the
right to lay tracks in Western avenue, from Thirty-eighth
street and Archer avenue to Twenty-sixth street. If built the
line will form a connection with the lines of the Union Trac-
tion Company.

Dallas, Tex. — L. Fulton, Dallas, Tex., and associates, have
applied for a franchise to construct an electric railway in
Dallas from Jefferson street south on Madison street and from
Jefferson street south by way of Adams or Jackson street. It
is stated that the line will be about 2% or 3 miles long, in a
section of the city at present without street railway facilities,
and if built will develop a large tract of land for residence
purposes. Power for operating the line will be purchased.

Phoenix, Ariz. — Application for a franchise to build an
electric railway between Phoenix and Mesa, Ariz., by way of
Tempe, has been made by Redmond Toohey and Harry J. Ben-
nett, the line to be completed within three years. One per
cent of the gross income after five years of operation is
offered to the county.

Racine, Wis. — A conditional franchise has been granted
to the Milwaukee Electric Railway & Light Company to build
a track on Second street, from Main street to Lake avenue.
The company asked permission to lay track on two more
blocks in order that it might haul coke from the gas plant
which it owns in Racine to Milwaukee. This petition was re-
fused.

RECENT INCORPORATIONS.

Ft. Smith Checotah & Shawnee Interurban Railway, Che-
cotah, Okla. — Incorporated in Oklahoma to construct and
operate an interurban railway from Ft. Smith, Ark., to Shaw-
nee, Okla. The line when completed will be 160 miles long
and will cost in the neighborhood of $1,280,000. Capital stock,
$500,000. Incorporators: R. B. Hutchinson, R. G. Smith, L. F.
Cain, R. D. Martin and W. M. Duffy, all of Checotah.

Southern Colorado Power & Railway Company. — Incorpo-
rated in Colorado to construct a series of power houses in
Huerfano and Las Animas counties in the southern part of
Colorado. Central plants will be erected in Walsenburg and
Trinidad and it is stated that the Trinidad Electric Railroad
will become a part of the new company's holdings. Eastern
capitalists are interested in the project. Capital stock, $1,500,-
000. Incorporators: W. F. Schuyler, K. C. Schuyler and C.
Speiss, of Denver.

TRACK AND ROADWAY.

Accomac Traction & Power Company, Onancock, Va. — It is
stated that this company has awarded the contract for build-
ing its proposed electric line from Onancock, by way of Tasley
and Accomac Courthouse, to Battle Point, to James D. Lalor &
Co. Five per cent bonds to the amount of $175,000 will be
sold, the proceeds of which are to be used for constructing the
road. S. F. Rogers, president; T. W. Taylor, secretary.

Albia Interurban Railway, Albia, la. — C. B. Judd, Des
Moines, la., chief engineer of this company, writes that 3%
miles of track from Albia to Hocking have been laid during
the past year, and that surveys have been completed from
Hiteman to Buxton, 16% miles. The cross-span type of over-
head construction with No. 000 trolley is used within the city
limits while on the 2% miles of 60-foot private right of way
the bracket type is used. Power for operating the line will
be obtained from the Albia Light & Power Company. Grad-
ing from Hiteman to Buxton will be resumed in the spring.
Sixty-pound rails with soldered bonds are used. There is a
maximum grade of 3 per cent and a maximum curvature of 8
degrees. The road was designed principally for passenger
traffic, although with the opening of a new coal shaft about a

mile from Albia, it will deliver about 400 tons of coal per
month to the Albia Light & Power Company and whatever
other coal traffic may develop for local use, will be handled
by the company. J. C. Reese, Albia, la., is president; C. B.
Judd, chief engineer; Calvin Manning, secretary and treas-
urer. (Mentioned December 21, 1907.)

Asheville & Hendersonville Railroad, Asheville, N. C. —
The contract for the construction of this road from Asheville
to Hendersonville, N. O, 22 miles, has been let to the Caro-
lina Construction Company of Asheville. It is stated that a
new survey will be made and that rails and other material
will be ordered at once. The company will build its own
power house and proposes to handle freight and passenger
traffic. C. F. White of Skyland. N. C, is interested. C. E.
Van Bibber, 60 Wall street, New York, is chief engineer.
(Mentioned on November 2, 1907.)

Boston Elevated Raiway. — The need for strengthening a
bridge over the Boston & Maine Railroad tracks will dela
the opening of the Boston Elevated Railwaj Company's newly
constructed line for surface cars between the Sullivan square
terminal and the Middlesex Falls reservation until the present
year is far advanced. The bridge is the only thing that inter-
venes between the elevated's present surface tracks in Alain
street, Charlestown, and the beginning of the new tracks
recently laid in Mystic avenue, Somerville. The structure is
too weak to carry the new heavy semi-convertible cars now
used by the Boston Elevated for suburban lines, and the com-
pany will not, it is understood, care to incur the expense
of rebuilding that part of the bridge that would be required
for its tracks until money conditions are easier.

Cincinnati Northern Traction Company, Hamilton, O. —
Work on the reconstruction of the roadbed of this company's
line between Hamilton and Cincinnati, O., the greater part
of which has been done on recently acquired right of way, has
been practically completed, and when a few gaps remaining
have been closed up the roadbed and track covering the entire
distance between these cities will have been entirely rebuilt.
(Mentioned September 14, 1907.)

City & Suburban Electric Railway, Brunswick, Ga. — Orders
are said to have been placed for rails, poles etc., for the con-
struction of this company's electric line in Brunswick. Ac-
cording to the terms of the franchise work must have been
started by January 1, 1908, and four miles be completed within
the year. (Mentioned September 7, 1907.)

Delaware Marion Mt. Gilead Mt. Vernon Newark & South-
ern Coal Tramway Company. — Col. Albert E. Boone is pro-
moting this new interurban project in Ohio, six divisions for
which are stated to have been mapped out as follows: From
Delaware to Centerburg; from Marion and Centerburg by way
of Mt. Gilead; from Newark to Centerburg by way of Locks
and Appleton; from Newark to Lexington by way of Mt. Perry
and Sago; from Newark to Sago by way of Hanover, Gilbert
and Adamsville; from Centerburg to Mt. Vernon.

Eldorado Springs Tiffin Monegaw Springs & Lowry City
Railroad, Tiffin, Mo. — Part of the right of way for this pro-
posed 30-mile electric line, which will connect the towns
named in the title, has been secured and the contract for the
surveys will be let in the near future. Dr. C. A. Edgar, presi-
dent, Eldorado Springs. J. S. Harrison, secretary. (Men-
tioned December 14, 1907.)

French Point Street Railway, Pittsburg, Pa. — Announce-
ment is made that this company will extend its present line
from Merchant and Wagner streets. Ambridge, Pa., to a point
on the right of way of the Economy Belt Line Railway. The
company recently increased its capital stock from $6,000
to $31,200 for this purpose. James D. Callery, Pittsburg,
president. (Mentioned November 9, 1907.)

Fresno (Cal.) Traction Company. — This company is now
engaged in laying about 4% miles of new track.

Grand Valley Railway, Brantford, Ont. — This company
proposes to rebuild its line from Brantford to Gait, Ont., 26
miles, laying new 80-pound steel, and likewise to rebuild the
Brantford Street Railway, which it controls, laying seven
miles of additional track and to rehabilitate the Woodstock
Thames Valley & Ingersoll Electric Railway. Extensions as
follows are projected: From Brantford-Galt line, six miles to
St. George; from Brantford, through the villages of Mt. Pleas-
ant, Boston, Waterford, Bloomsburg and Simcoe to Port Dover
on Lake Erie, 34.5 miles; from Brantford west through Mt.
Vernon, Burford, Cathcart and Eastwood to Woodstock, 25
miles, connecting at Woodstock with the Woodstock Thames
Valley & Ingersoll, from Woodstock through Embro and
Beachville to Ingersoll, 12 miles; from Ingersoll through
Dorchester to London, 18 miles. New mileage is 90.5 and the
mileage to be rebuilt 42. making a total of 132.5 miles. The

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

contract for grading, masonry and timber work has been
awarded to Joseph Gianini, Pittsburg, Pa. Contracts for
rails and electrical equipment, including cars and locomotives,
it is stated, will be awarded in the spring, when the electrical
system is determined upon and the result of the vote now
being polled in lower Ontario on a by-law authorizing the gov-
ernment to construct electric transmission lines from Niagara
Falls and sell power for lighting and other purposes to
municipalities and corporations. The single-phase system is
under favorable consideration and the Westinghouse Electric
& Manufacturing Company and the Canadian General Electric
Company have been asked to prepare recommendations and
estimates on the power and other electrical equipment. The
cars for interurban use, it is stated, will be about 52 feet long
and the city cars about 23 feet long. A steel trestle about
1,200 feet long will be required on the Port Dover extension.
William P. Kellett, chief engineer, Brantford, Ont. Murry A.
Verner, president.

Indianapolis & Louisville Traction Company, Louisville,
Ky. — John E. Greeley, vice-president of this company is
quoted as saying that plans are being considered for the con-
struction of an east and west line, one of which is proposed
from Scottsburg to Madison, Ind., and on to Cincinnati, O.
The Louisville & Northern Railway & Lighting Company also
is said to be considering the construction of an extension
from Charlestown to Madison, which will connect with the
Indianapolis & Louisville line at the last named point.

Joliet & Southern Traction Company, Joliet, III. — The new
line from Joliet to New Lenox, 111., is now nearly completed
and is expected to be opened for traffic within a few weeks.

Kansas City Springfield & Southern Railway, Nevada,
Mo. — This company has completed surveys for its proposed
interurban railway between Nevada and Springfield, Mo., with
a branch line to Carthage. The length of the line, including
sidings, will be about 140 miles, and will be operated by
current from its power station to be located at Areola, Mo.
The company also will operate an amusement park near the
Sac river. The capital stock is $3,750,000, later to be in-
creased to $4,500,000. The officers are as follows: W. B.
Forsyth, president; S. A. Wight, secretary; J. W. Creekman,
treasurer; C. C. McFann, general manager. All communica-
tions should be addressed to the general manager at Nevada,
Mo.

Kansas Southern Electric Railway. — F. V. Crouch, Pitts-
burg, Kan., president of this proposed interurban electric
road, is said to have announced that final arrangements for
a loan of $5,000,000 have been concluded with French capi-
talists and that construction work will be started in the
spring. The road will start from Pittsburg, Kan., and pass
through Girard, St. Paul, Erie, Chanute and Iola, Kan. Most
of the right of way has been secured and several franchises
lor crossing the county roads have been obtained.

Lake Shore Electric Railway, Fremont, O. — This company
is endeavoring to secure renewals of the options it holds on
private right of way for its proposed line between Fremont
and Genoa, O., parallel to the Lake Shore steam road. The
new line when built will shorten the distance between Fre-
mont and Toledo, O., about 13 miles, and will form part of
the project to double-track the entire line between Cleveland
and Toledo.

Los Angeles Railway. — Regular service over the Boyle
Heights and West Seventh street lines, covering two miles
of city streets, was started on January 3. The cars now
branch off at Fourth street continuing west to Western ave-
nue and thence north to Melrose.

Milwaukee Electric Railway & Light Company, Milwaukee,
Wis. — It is stated that this company is planning an extension
of its interurban line from Watertown through Johnson Creek,
Jefferson, Ft. Atkinson, Whitewater and Palmyra to East
Troy, Wis., where it will connect with the company's exist-
ing line at that point. Surveys for the route are now in
progress.

Missoula-Bitter Root Traction Company. — Surveys for this
company's proposed route between Missoula, Stevensville,
Corvallis and Hamilton, Mont., 42 miles, have been completed.
More than 2S miles of right of way are said to have been
donated and construction work will be started next year.
Capital stock, $55,000. of which $40,000 is authorized and
$15,000 issued. F. O. Lewis, Stevensville, Mont., secretary
and treasurer. (Mentioned April 27, 1907.)

Mt. McKay & Kakabeka Falls Railway, Ft. William, Ont.
— This company will apply at the next session of the Ontario
legislature for an extension of time to April 30, 1912, in which
to complete its proposed line from Ft. William to Kakabeka
Falls, about 30 miles. The company also will apply for an act
defining the location of its route: giving it the right to build

its line on either or both sides of the Kaministiquia river;
authorizing it to use steam motive power during construction;
confirming the Ft. William franchise for the operation of its
cars in the streets of that city, and approving the by-law
guaranteeing the company's bonds to the extent of $10,000 a
mile for every mile constructed in the municipality of Nee-
bring within five years from the date of its passage. W. F.
Hogarth, Ft. William, Ont, is president.

Mt. Mansfield Electric Railroad, Stowe, Vt. — It is reported
that A. H. Soden of Boston, Mass., who recently purchased
this property at a foreclosure sale, plans to extend the road
from Stowe to Morrisville, a distance of eight miles. The line
now connects Stowe and Waterbury, Vt., a distance of 10%
miles.

Nashville Interurban Railroad, Nashville, Tenn. — H. H.
Mayberry, president of this company, which is building from
Nashville to Franklin, Tenn., has announced that a contract
has been made with the Nashville Railway & Light Company,
whereby that company will furnish the power for operating
the road. The company proposes to build from Nashville to
Mt. Pleasant, Tenn., 67 miles; the first section, to Franklin,
now under construction, is 20 miles long. Mr. Mayberry
states that when the line is completed to Mt. Pleasant it will
build its own power house. It is expected to complete the
first section during the coming spring. A trackage arrange-
ment has also been made with the Nashville Railway & Light
Company whereby the interurban cars will enter the city of
Nashville over the street railway tracks and use the central
transfer station of the latter company as a terminal. An
hourly schedule will be maintained. Specifications are now
being prepared for the rolling stock. Twelve miles of the line
have been graded and tracklaying will begin the latter part
of January.

Nipissing Central Electric Railway, Ottawa, Can. — F. R.
Latchford, a director of this company, writes that contracts
are to be let in May or June, 1908, for the proposed line from
Cobalt to New Liskeard, Ont., 12 miles, via Argentite, North
Cobalt and Haileyburg. A line from Latchford to Cobalt is
also contemplated, but surveys have been completed only
from Cobalt to New Liskeard. The right of way and munic-
ipal franchises are now being negotiated for. John Fitz-
patrick, Ottawa, is president. (Mentioned December 28, 1907.)

Omaha & Council Bluffs Street Railway, Omaha, Neb. —
This company on January S commenced active construction
work on an extension of the South Tenth street car line from
Bancroft street to Riverview park. The company expects to
complete the greater part of the work by next spring and
to have the entire line ready for traffic before the park season
opens.

Omaha <&. Nebraska Central Railway, Hastings, Neb. —
Contracts for grading and track material will be awarded by
this company in the spring and active construction work
started as soon as possible. The line will be 159 miles long
and will extend from Omaha to Hastings. The officers are:
H. C. Long, president, 617 Fremont building, Boston, Mass.;
A. Texter, vice-president, David City, Neb.; J. H. Rogers,
secretary, Hastings; E. R. Long, treasurer, David City; J. C.
Baker, general manager. Hastings. Neb. (Mentioned October
12, 1907.)

Oakland (Cal.) Traction Company. — This company expects
to place contracts for the construction of 10 miles of new
track during the present year. J. Q. Brown, assistant general
manager and purchasing agent.

Oshkosh, Wis. — It is stated that preliminary steps have
been taken toward the construction of an interurban line from
Oshkosh, by way of Buttes des Nortes, to Winnenconne, Wis.,
11 miles. It is planned to operate the road with an engine
using either gasoline or crude oil. The cost is estimated at
about $15,000 per mile. It is stated that Oshkosh capitalists
are prepared to finance and build the road during the present
year.

Pacific Coast Railway, San Luis Obispo, Cal. — James An-
derson, chief engineer, writes that this company has built dur-
ing 1907 an extension 2.1 miles long, from Betabel to Bonetti,
Cal.

Priest Rapids Railway, Priest Rapids, Wash. — Construc-
tion work on this proposed interurban line from the Waterville
district along the Columbia river to Kennewick, will be started
in the spring. The road has been projected principally as a
feeder for the transcontinental steam lines and will be
equipped to handle standard freight cars. The most impor-
tant right of way has been secured and the remainder is
being arranged for. The line will connect with the Northern
Pacific, the Great Northern, the Chicago Milwaukee & St.
Paul, the North Coast and the Portland & Seattle Railway,
and, when completed, will be 136 miles long. The route as

January 11, 1908.

ELECTRIC RAILWAY REVIEW

surveyed lies up the Columbia river valley from Kennewick to
the new town of Hanford, where the Hanford Irrigation &
Power Company's new plant is being constructed to furnish
power for the operation of the line as well as for other com-
mercial purposes. From Hanford it will cross the river at
Priest Rapids and extend to the Waterville district, serving
the wheat lands of Douglas county. \V. K. Rust, president;
M. B. Ilaynes, vice-president; E. H. Guie, secretary; IT. K.
Owens, chief engineer.

Paducah Southern Electric Railroad, Paducah, Ky. — Sur-
veys for iliis line from Paducah to Mayneld and Hickman,
Ky., have been completed and maps and estimates are now
being prepared. Two routes were surveyed, one of which
parallels the Illinois Central Railway. It is stated that ar-
rangements have been concluded for disposing of the bonds
and that work will he started in the near future with the
intention of having a portion of the line in operation this
year. H. H. Loving of Paducah is interested. (Mentioned
September 21, 1907.)

Sistersville, W. Va. — It is stated that the Pittsburg Con-
struction Company has offered to build an electric railway
from Sistersville to Middlebourne 12% miles, provided local
interests agree to take part of the bonds. E. L. Benton. Sis
tersville, is engineer. (New road.)

South Bethlehem & Saucon Street Railway, South Bethle-
hem, Pa. — Official advice from this company states that track-
laying has been completed from South Bethlehem to Colesville,
Pa., 3% miles, and that grading will be started toward Centre
Valley," the proposed terminus, about March 1, 1908. The over-
head work, which is of the single-pole bracket type, with No.
00 trolley wire, has been completed to Colesville. Power for
the operation of the line is purchased. One mile of track in
South Bethlehem is laid with 85-pound T-rails, the remaining
2% miles with 70-pound rails. The company now operates
two Brill semi-convertible double-truck passenger cars and one
single-truck freight car. C. P. Hoffman, South Bethlehem,
president; P. F. Cannon, secretary; Hugh E. Crilly, general
manager and chief engineer, South Bethlehem.

Springfield (Mass.) Street Railway. — It is reported that
this company has decided to postpone all improvement work
not absolutely necessary. However new 9-inch girder rails
are to be laid on Main and State streets and some new special
work will be installed.

Terre Haute & Merom Traction Company, Terre Haute,
Ind. — It is stated that the promoters of this line from Terre
Haute to Merom, Ind., have decided to build the road by issu-
ing scrip to pay the construction forces. A contract has
been let to the United States Construction Company of Terre
Haute, which has just been organized. Five townships
through which the road is located have refused to vote subsi-
dies in favor of the road, but it is stated that the merchants
have promised to accept the scrip, which will be secured by
a deposit of bonds. L. Brown, president; J. Caswell, chief
engineer. (Mentioned on July 6, 1907.)

Texas Traction Company, Dallas, Tex. — This company,
which is building a 65-mile line from Sherman to Dallas, Tex.,
has completed tracklaying from McKinney to the east fork
of the Trinity river, about four miles, and it is expected that
the work will proceed at the rate of a mile a day until the
road is completed. A construction train of 1 locomotive and
15 cars is in use. Sufficient ties and rails are on the ground
to keep the construction force busy for several weeks and
as the contract calls for the delivery of the rest of the
material within the next 60 days, it is believed that track-
laying for the entire distance will be completed by next April.
Theodore Stebbins, general manager.

United Railways, Portland, Ore. — This company has now
completed seven miles of its line in Portland, and since Decem-
ber 31 has been in operation, delivering freight from the North
Pacific Terminal Company and other roads entering the
terminal grounds. Passenger service will not be started until
several extensions are completed. The line also serves as
an entrance to the city for the Portland-Salem line of the
Oregon Electric Railway. Rails and other material for the
interurban line from Portland to Hillsboro have been delivered
and construction is to be started as soon as the weather
permits. YV. L. Benham, president; L. B. Wickersham. chief
engineer.

United Traction Company, Reading, Pa. — It is reported
that a contract has been let to A. W. Sykes of Sykesville, Pa.,
for building a 7-mile extension from Sykesville to Big Run.
E. W. Hess of Du Bois, Pa., is chief engineer.

Visalia Electric Railroad, Exeter, Cal. — James H. Cronett,
Exeter, Cal.. chief engineer of this company, writes that 13
miles of track have been laid since January 1, 1907, from

Exeter to Lemon Cove, Cal. The entire length of the line
from Lemon Cove to Lemoore is 54 miles. From Lemon Cove
to Lemoore cars will be operated over a leased track of the
Southern Pacific Railroad. The following Intermediate sta-
tions are served: Lemon Cove, Merryman, Exeter. Farmers-
ville, Visalia, Goshen Junction, Hanford and Armona. There
is a maximum grade of 1 per cent and no curve greater than
10 degrees. Fifty and 75 pound steel rails are used. The
overhead work, which is of the catenary single-pole bracket
type, has been completed from Visalia to Lemon Cove, -I
miles. Single-phase current at 3,300 volts potential will be
used in the trolley. A main substation of the Westinghouse
type has been completed at Exeter and two line transformer
stations are under construction. The lino will be for passen-
ger and freight service. The initial equipment will consist of
six electric motor cars from the American Car Company and
one electric locomotive from the Baldwin Locomotive Works.
William Hammond, president: B. M. Maddux, vice-president,
Visalia. Cal.

Wabash Valley Railroad. — This company has been or-
ganized and soon will be incorporated to build an Interurban
electric line from Danville, 111., to Terre Haute, hid. As
planned the line will follow the west bank of the Wabash
river, passing through Clinton, Ind.. and a number of small
towns in Illinois and Indiana. D. C. Johnson, president, Clin-
ton, Ind. (New road.)

Washington Arlington & Falls Church Railway, Rosslyn,
Va. — Park Agnew and Charles Hine, receivers of the Wash-
ington Arlington & Falls Church Railway Company, have se-
cured deeds of right of way which will enable them to extend
the line from Vienna, Md., to Herndon, Pa. It is understood
that the right of way from Herndon to Chantilly has been
assured, and that work on the extension of the line to this
point will soon be commenced.

Washington Baltimore <£. Annapolis Railway. Baltimore,
Md. — This company completed on January 1, with the excep-
tion of a few details, the construction of its line in Annapolis,
Md., and it is said that cars will be running between Washing-
ton and Annapolis on or about January 15. Work on the local
line in Annapolis was started on October 28, 1907, and has
been pushed to completion as rapidly as possible in order to
comply with the terms of the $5,000 bond filed with the city,
by which work was to be finished on January 1, 190S. The
track as completed makes a loop in Annapolis 1% miles long.
Connection from Annapolis to Baltimore will not be afforded
for some time, considerable work yet remaining to be done
on the Baltimore branch.

Washington Westminster & Gettysburg Railroad. — This
company proposes to build an electric railroad connecting
Washington, D. C, and Gettysburg, Pa., via Sandy Springs,
Laytonsville and Westminster, Md., about SO miles. Surveys
have been made for most of the distance and it is stated that
capitalists in New York, Philadelphia and Pittsburg are in-
terested in the project. The officers are: President. J. B.
Colgrove, Washington; first vice-president, E. P. Thomas of
Sandy Springs, Md.; second vice-president, A. A. Chapin.
Washington; treasurer, Robert N. Harper, Washington: chief
engineer, Walter Atlee of Baltimore. (Mentioned on August
10, 1907.)

West Penn Railways. Pittsburg. Pa. — This company is
said to be planning an extension between Hunkers. Scott
Haven and West Newton, connecting at Scott Haven with the
McKeesport-Scott Haven line and entering Hunkers over a
bridge across the Youghiogheny river.

POWER HOUSES AND SUBSTATIONS.
Cincinnati Northern Traction Company, Hamilton, O. —
This company has recently equipped a new central power sta-
tion at Lindenwald, near Hamilton. O., from which power will
be furnished for the operation of its line between Hamilton
and Dayton. Substations will be located at College Hill,
Trenton, Franklin and Dwyer, each of which will be equipped
with two 300-kilowatt rotary converters with six 100-kilowatt
33.000-volt transformers.

Gulfport & Mississippi Coast Traction Company. Gulfport.
Miss. — This company has recently purchased the following
apparatus: One 1.500-kilowatt Westinghouse turbo-generator,
one 450-horsepower Babcock & Wilcox boiler and two 500-kilo-
watt Westinghouse rotaries. J. A. Jones, general manager.

Lima & Honeoye Electric Light & Railroad, Lima, N. Y. —
A power station to be located in the natural gas fields about
four miles south of Lima, will be erected by this company
during the present year. E. D. Watkins, general manager.

Oakland (Cal.) Traction Company. — It is reported that this
company proposes to erect a power house of 10,000 kilowatts
capacity and new substations.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

Personal Mention

Mr. A. I. Breckenridge has been appointed purchasing
agent of the Waterloo Cedar Falls & Northern Railway, with
headquarters at Waterloo, la.; effective on January 1.

Mr. Charles F. Turner, chief engineer of the Columbus
Delaware & Marion Railway, Delaware, O., has been appointed
superintendent of motive power, effective on January 1.

Mr. James McCredie, secretary and treasurer of the
United Traction Company, Albany, N. Y., has been eected to
a similar office with the Hudson Valley Railway Company.

Mr. E. S. Dimniick, general superintendent of the Northern
Electric Railway, Chico, Cal., has resigned and the duties of
that office will be assumed by Mr. A. D. Schindler, general
manager.

Mr. Louis H. Cushing has resigned as superintendent of
the Taunton & Pawtucket Street Railway at Attleboro, Mass.,
to become associated with the Dexter Machine Company of
that city.

Mr. M. W. Kirkwood, electrician and master mechanic
of the Gait Preston & Hespeler Street Railway, has been ap-
pointed superintendent of the company, succeeding Mr. P.
Clemens, resigned.

Mr. F. W. Whitridge, who has been appointed receiver
for the Third Avenue Railroad, has appointed Mr. Edward
A. Maher, president of the Union Railway Company, as mana-
ger of the Third Avenue System.

Mr. L. E. Fischer, general manager of the Illinois Traction
System, with headquarters at Danville, 111., was presented with
a gold watch and chain on Christmas day by the superin-
tendents and heads of departments.

Mr. George K. Mosser. of Noxen, Pa., has been elected
president of the Slate Belt Electric Railway, of Bethlehem,
Pa., succeeding Mr. G. A. Schneebeli. Mr. Dennis G. Gerberich
has been elected general manager succeeding Mr. George H.
Wolle.

Mr. Jack Abbott, electrical engineer of the Jackson
(Miss.) Railway & Light Company, has been appointed gen-
eral manager. The duties of this office heretofore have been
under the jurisdiction of Mr. S. S. Bush, vice-president of the
company at Louisville, Ky.

Mr. M. McCauley, heretofore assistant superintendent of
the Detroit Monroe & Toledo Short Line Railway, has been
appointed superintendent, effective at once, succeeding Mr.
E. B. Taylor, resigned. Mr. McCauley's headquarters will be
at Monroe as in the past.

Mr. J. E. North, heretofore in charge of the electrical
engineering department of the Ohio Electric Railway, central
division, with headquarters at Springfield, O. has resigned.
He will be succeeded by Mr. H. W. Pagan, electrical engineer
of the eastern division of the company.

Mr. L. W. Harrington, heretofore passenger and freight
solicitor of the Columbus Delaware & Marion Railway, has
resigned, effective on January 1. Henceforth he will devote
his attention to the adjustment of claims, having had con-
siderable experience along this line in the claim department
of the Columbus Delaware & Marion Railway. With the
resignation of Mr. Harrington the position of passenger and
freight solicitor will be abolished and the matter of soliciting
business will be looked after by the various agents of the
company, each of whom will cover the business in his terri-
tory.

Mr. Paul H. Evans, for the past year chief engineer of
the Mexico Electric Tramways, Limited, has resigned, and
after traveling abroad for a few months will return to Mexico
City to devote his time to private interests in that city. Mr.
Evans has been connected with the Mexico Tramways Com-
pany for some time and for two years was purchasing agent
as well as chief engineer. Previously to his connection with
this company he was chief engineer of the Mexican General
Electric Company, with which he was connected for seven
years. He also at one time was identified with the Atlanta,
Ga., street railway lines.

With the resignation of Mr. Arthur L. Smith, heretofore
superintendent of transporation of the Central Kentucky
Traction Company, Frankfort, Ky., this office will be abolished
together with that of chief engineer of construction, and Mr.
George Macleod, who heretofore has held the latter position,
will have the title of superintendent of railways. Other

appointments in the operating force are as follows: J. R.
Pope, chief electrical and mechanical engineer; G. W. Brown,
master mechanic; J. P. McKeever, superintendent of Lexing-
ton power station; C. K. Morrill, superintendent light and gas
departments; J. D. Sallee, superintendent of local lines, Frank-
fort; Henry Bushel, superintendent of local lines, Lexington;
J. H. Kearney, roadmaster. O. R. Bilbro has been appointed
auditor and A. F. Woehnker, claim agent.

Mr. C. F. Crane, whose portrait we present herewith, has
been appointed general passenger agent of the Eastern Penn-
sylvania Railways, under the operating management of J. G.

White & Co., with head-
quarters at Pottsville.
Pa., as noted in the
Electric Railway Re-
view of January 4. Mr.
Crane has been engaged
in the electric railway
business for the past
eight years, having been
associated with the
Geneva Waterloo Sen-
eca Falls & Cayuga
Lake Traction Com-
pany at Seneca Falls.
X. Y.. the Rochester &
Eastern Rapid Railway
and more recently with
the Rochester Railway
Company at Rochester.
N. Y. Mr. Crane's new
duties will consist par-
ticularly in the improve-
ment of the summer
resorts on the Eastern
Pennsylvania Railway's
C. F. Crane. system in Schuylkill

county and the building
up of the excursion business of the company.

Mr. James W. Morgan has been appointed chief engineer
of the Galesburg Railway & Light Company at Galesburg, 111.,
with charge of the extensive lighting and heating system
which the company operates in connection with its electric
lines. Mr. Morgan formerly was engineer of power station
for the Springfield & Northeastern Traction Company at River-
ton, 111.

Mr. Charles V. Weston was elected president and gen-
eral manager of the South Side Elevated Railroad, Chicago,
at a meeting of the board of directors held on January 3,
1908. He succeeds Mar-
cellus Hopkins, who
died on December 7.
1907. Mr. Weston has
served on the board of
supervising engineers in
charge of the rehabili-
tation of the traction
properties of Chicago
since last May. when he
was appointed by Mayor
Busse as the third mem-
ber to represent the city
of Chicago. He is about
50 years old and has
been a civil engineer
throughout his business
career. His early expe-
rience was obtained on
the various railroads in
Texas and Kansas and
on the Chicago & North-
western Railroad in the
north. Many of the im-
portant engineering un-
dertakings of Chicago
have been successfully
completed under the supervision of Mr. Weston, among them
being the building of the Lake View intake crib and water tun-
nel, the completion of the Van Buren street tunnel for the West
Chicago Street Railroad in 1894 and the construction of the
Northwestern and Lake Street elevated roads and the Union
Loop. Since 1903 and until last May, when he was appointed
on the board of supervising engineers, he was chief engineer
of the South Side Elevated road, in which capacity he planned
the various feeders and reconstructed the main line for the
installation of elevated express service on the south side. Mr.
Weston is a member of the American Society of Civil En-
gineers, the Western Society of Engineers and the American
Railway Engineering and Maintenance of Way Association.

Charles V. Weston.

January 11. 1908.

ELECTRIC RAILWAY REVIEW

Financial News

Boston Elevated Railway. — The pamphlet report for the
year ended September 30, 1907. has been Issued. The prin-
cipal figures nt the report were published in the Electric Rail-
waj Revie-w of November 9, 1907, page 759. In his statement
to shareholders William A. Bancroft, the president, says
"Besides its ordinary taxes the company's contribution to
i in public during the last fiscal year amounted to at least $489,-
547.94. Since the last report the company has increased its
power supplj by building additions to thr t its power sta-
tions, to wit, to the Lincoln station on Battery street In Bos-
ton, to the Charlestown station, and to the Harvard station in
Cambridge. The 15 easy access' elevated cars, spoken of
in the last report, have been received and are in service.
Only a portion of the last 100 of the 150 'easy access' semi-
convertible surface cars have been received, owing to the
failure of the contracting builder to deliver as agreed. About
60 indies are here, and 30 have been equipped and are in
service. The company has maintained the excellent char-
acter of its surface tracks, $562,757.85 having been spent
t hit .on during the year in renewals and repairs. The total
length of surface tracks controlled by the company is now
145.897 miles. This, with the elevated mileage of 16.015
miles, makes a total mileage of 461.912. The company has
continued its liberal policy toward its employes in respect to
their wages, as well as in other matters. Compensation for
learners during the year amounted to $27,670.18. There was
paid during the year ,$42,821.77 as a guaranteed minimum
wage for new or extra men. There was also paid as increased
compensation to long-service men $66,630.36. There was paid
,n pensions $11,325.50. There was also paid in 'satisfactory
service' money, in sums of $15 to each of the employes deemed
worthy thereof. $55,320. The aggregate sum of increased pay-
ments to employes, under the provisions adopted four years
ago, amounted during the year to $203,767.81. The provisions
of last year raising the rate of wages increase this amount
by $97,726.35, making a total of $301,494.16. The company
has designed extensions of its elevated station platforms for
the future operation of Scar trains in place of 5-car trains,
the longest trains which it can now use. These extensions
have been approved by the public authorities, and their con-
struction is about to be undertaken. In connection with the
Washington street tunnel, the station platforms of which
are also designed for the ultimate operation of 8-car trains.
these extensions will admit of a very great increase in the
carrying capacity of the elevated division."

Chicago & Milwaukee Electric Railroad. — The agreement
between the various interests, as a result of which the re-
ceivership was annulled, provides, it is stated, as follows:
A claim for $50,000 on a note held by one of the creditors will
be paid at once by interests allied with the company. Trus-
tees will be appointed to conserve the funds involved in
other claims aggregating $200,000, and the validity of the
claims will be arbitrated out of court. Representatives of
the Canadian bondholders advanced $250,000. with which the
interest on the bonds was paid on January 3. The Canadian
bondholders further pledged the raising of $500,000 to be used
toward the completion of the railway from Racine to Mil-
waukee. The control of the company will remain as at present.

Holyoke (Mass.) Street Railway. — The Massachusetts
railroad commission has authorized the issue of $93,600 addi-
tional capital stock at $125 per share to provide for payment
of outstanding bonds of the Amherst & Sunderland Street
Railway which were assumed.

Interstate Railways, Philadelphia. — Shareholders of record
on December 5 have been given the privilege of subscribing
at par pro rata for $500,000 new stock. The proceeds will be
used for new cars, power house equipment and track:

Metropolitan West Side Elevated Railway, Chicago. — To
reimburse the treasury on account of the purchase of addi-
tional cars and equipment, this company has made an issue
of $100,000 of 6 per cent collateral trust bonds of which $50,000
bonds are offered at par by the Chicago Savings Bank. The
total issue is secured by deposit of $200,000 Metropolitan
Elevated extension 4 per cent bonds. The $50,000 bonds
which are offered for sale, will mature in 10 semi-annual in-
stalments of $5,000 each from June 1, 1908, to December 1.
1912.

New York City Railway. — The quarterly rentals due on
January 2 on the leased lines of the Metropolitan Street Rail-
way system were not met at maturity. A few days later the
receivers, having obtained sufficient funds, paid the quarterly
dividends due as rental on the stocks of the Broadway iV-

ii Avenue Railroad, the Sixth Avenue Railroad, the
Eighth Avenue Railroad and the Ninth Avenue Railroad. — The
January 1 coupons on the Third Avenue Railroad 4 per cent
bonds are being paid by the Central Trust Company of New
York on orders from Kuhn. I.oeb &• Co.. and the .human I
coupons on the Third Avenue .. per cent bonds are
paid by William A. Read & Co. In the case of the l per cent
bonds it is necessary lor the holders, in order to get theil
January l interest, to deposit their bonds under a form of
agreement with the protective committee, of which J. N.
Wallace, president of the Central Trust Company, is chair-
man. No such stipulation is required by William A. Read &
Co. in their payment of the coupons on the •"■ per cent bondl

Springfield (Mass.) Street Railway. — Charles W. lios-
worth has been elected a director to succeed William Skinner

of Holyoke, Mass.

Third Avenue Railroad, New York. — Judge Lacoml I the

United States Circuit court. Xew York, appointed Frederick
W Whitbridge, a lawyer, receiver lor this company on Janu-
ary 6. upon application of the Central Trust Company of Xew
York and of the committee representing the majority of the
Third Avenue consolidated bonds. This action is the result
of the failure of the receivers of the Xew York City Railwas
and the Metropolitan Street Rallwaj to pay the interest on
the Third Avenue bonds, due on January 1. Its effect is to
take the Third Avenue road out of the Metropolitan system
during the pendency of the receivership. The present re-
ceivership is temporary, and theoretically is subject to the
decision of a special master, whom Judge Lacombe has decided
to appoint to investigate the question whether the Metro-
politan receivers are able to pay the defaulted interest in the
60 days of grace which the mortgage allows. A permanent
receivership, however, was forecast by Judge Lacombe in his
decision appointing the receiver, in which he said: "The
bondholders under this large Third Avenue mortgage are
entiled to the appointment of a temporary receiver, to I"
made permanent when the time comes to declare the principal
due and proceed with the foreclosure."

Toledo & Indiana Railway. Toledo, O. — An official is
quoted as follows regarding the interest due on January l mi
the $1,500,000 of 5 per cent bonds, payment of which has been
deferred: "We have not the money earned on hand for the
payment. We have had serious and costly accidents during
the past year, which have taken our money, and we do not
feel, because of that and the present financial condition, that
we should borrow money."

ELECTRIC RAILWAY EARNINGS.

Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne,
Ind.

November— 1907. 1906.

Gross earnings $115,089.50 $93,142.64

Operating expenses 62,619.68 54,155.7'i

Xet earnings 52.469.82 3S.986.87

January 1 to November 30— 1907. 1906.

Gross earnings $1,167,594.55 $991,427.03

Operating expenses 683,503.41 602,562.60

Net earnings 484,091.14 388,864.43

Lexington & Interurban Railways Company, Lexington, Ky.

November— 1907. 1906.

Gross earnings $43,034.01 $4u,14S.l,s

Operating expenses 27,702.64 24,633.05

Net earnings 15,331.37 15,515.13

January 1 to November 30— 1907. 1906.

Gross earnings $516,355.02 $481,579.S3

Operating expenses 325.46S.51 313,009. S5

Xet earnings 190.SS6.51 16S.569.98

Dividends Declared.

Athens (Ga.) Electric Railway, common, 2% per cent;
preferred. 3 per cent.

Birmingham (Ala.) Railway Light & Power Company.
preferred. 3 per cent.

Brooklyn City Railroad, quarterly, 2% per cent.

Cincinnati Newport & Covington Light & Traction Com-
pany, Covington, Ky., common, quarterly % of 1 per cent; pre-
ferred, quarterly. 1Y S per cent.

Duluth-Superior Traction Company, Duluth, Minn., pre-
ferred, quarterly, 1 per cent.

Jacksonville (Fla.) Electric Company, common and pre-
ferred, 3 per cent.

New Orleans (La.) City Railway, common, 1 per cent; pre-
ferred, 2% per cent.

Northampton (Mass.) Street Railway, 3 per cent.

Omaha & Council Bluffs Street Railway. Omaha. Neb.,
common, 2 per cent; preferred, quarterly. IVi per cent.

St. Charles Street Railroad, Xew Orleans, La., 3 per cent.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

Manufactures and Supplies

ROLLING STOCK.

Yazoo City Light Water & Sewerage Plant, Yazoo City,
Miss., which is owned by the city, it is reported will pur-
chase four new cars in the near future.

Denver & Interurban Railway, Denver, Colo., is in the
market for 12 interurban cars. In the Electric Railway Re-
view of March 9 it was reported that this company was
preparing the preliminary specifications for a number of
high-speed cars.

Grand Valley Railway, Brantford, Ont., will probably
place orders for several 23-foot city cars and a number of
52-foot cars for use on projected extensions aggregating 90.5
miles. Several electric locomotives may also be ordered.
The road has recently changed hands. Murry A. Verner,
Brantford, Ont., is president.

Gary & Interurban Railway, Gary, Ind., has placed an
order with the Danville Car Company for two double-truck
closed cars for city service. Delivery is to be made before
March 1. The cars will have a seating capacity of 44 passen-
gers. The wheel base will be 4 feet 6 inches, the length over
buffers 42 feet, and width, over all, 8 feet 4 inches. The
height is to be 9 feet 1% inches. The body and underframe
are to be of wood and metal. The cars will be equipped with
Peacock hand brakes, Brill trucks and two GE-SO motors.

TRADE NOTES.

H. F. Sanville has resigned his connection with Dodge &
Day. engineers, Philadelphia, to join the staff of Frank R.
Gilbreth, general contractor, New York.

Habirshaw Wire Company, 253 Broadway, New York, is
the new name of the Indian Rubber & Gutta Percha Insulating
Company. The company's works are at Yonkers. X. Y.

Safety Car Coupler Company, Chattanooga, Tenn.. has
been incorporated with a capital stock of $100,000 to manu-
facture a patented safety car coupler. The incorporators
include A. W. Boyd, M. A. Brown and John Shamotulskl.

Dossert & Co., New York, have received an order from
the American Car & Foundry Company, Berwick, Pa., for
T2(i two-way solderless connectors for use on the electrically-
lighted steel cars now being constructed for the Pennsylvania
Railroad.

St. Louis Surfacer & Paint Company, St. Louis. Mo.,
announces the appointment of H. N. Turner as manager of
sales in the railroad department. Mr. Turner was formerly
a representative of the Acme White Lead & Color Works.
Detroit, Mich.

Central Inspection Bureau, IT State street. New York
City, has received an order from the Philadelphia Rapid Tran-
sit Company for the inspection of 35,000 ties which will be
furnished by the American Tie & Timber Company of 11
Broadway. New York City.

S. Butler Keys, who has been connected with the Con-
solidated Car-Heating Company, 42 Broadway, Xew York, for
the past six years, three years as manager of the eastern
territory, has been appointed to a position in the railroad
department of the H. W. Johns-Manville Companv of Xew
York.

Danville Car Company of Danville, 111., has just completed
the first of a lot of 12 semi-steel, semi-convertible cars for
the Danville Street Railway Company, purchase of which was
noted in a previous issue of the Electric Railway Review.
The cars are 22 feet long and the outsides are covered with
steel instead of the usual wood sheathing.

Thomas Farmer. Jr., has been appointed eastern repre-
sentative of the Consolidated Car-Heating Company, 42 Broad-
way. Xew York City, succeeding S. Butler Keys, whose resig-
nation is announced in this issue of the Electric Railway
Review. Mr. Farmer was formerly connected with the Con-
solidated Car-Heating Company at Albany, X. Y.

Myron H. Lewis and Clifford B. Moore, editors of Water-
proofing, have opened offices in the St. James building. 1133
Broadway, Xew York, where they will conduct a general con-
sulting engineering business in waterproofing, foundations,
hydraulics and reinforced concrete. Special attention will be
given to making investigations, reports and tests and to the
preparation of plans, estimates and specifications for water-
proofing and dampproofing work of every description. Sam-

ples of commercial waterproofing and dampproofing products
and literature and information concerning every modern
process will be kept on hand for the convenience of architects,
engineers and builders.

American Equipment Company has opened an office in the
West End Trust building, Philadelphia, Pa., to deal in new and
second-hand contractors' machinery and railway equipment.
The company will make a specialty of renting road rollers, con-
crete mixers, crushing plants, hoisting engines, steam shovels,
etc. It will also purchase and dismantle plants, buying ma-
chinery of every description.

Star Brass Works, Kalamazoo, Mich., manufacturer of
Kalamazoo trolley wheels and harps, reports that it has com-
pleted more of its special machinery, increasing the capacity
of its plant by half. The company now expects to be able to
handle orders more promptly than has been the case during
the past six months. The demand for the Kalamazoo product
for the last year was larger than ever before and the pros-
pects for this year are satisfactory.

American Locomotive Company, 111 Broadway, Xew York,
announces the following changes, effective on January 1: F.
J. Cole, formerly mechanical engineer, has been appointed
consulting engineer with headquarters at Schenectady. The
office of mechanical engineer has been abolished and the duties
heretofore performed by this officer will be included in the
jurisdiction of William Dalton, chief engineer, with headquar-
ters at Schenectady. Carl J. Mellin, formerly designing engi-
neer, has been appointed consulting engineer with headquar-
ters at Schenectady. ,

A. M. Hewlett, president of the Western Tube Company,
Kewanee, 111., whose death from paralysis on December 20
was reported in the Electric Railway Review of January 4, was
57 years old. and had lived in Kewanee 33 years. Mr. Hewlett
had been president of the Western Tube Company since 1904,
having worked his way up from the position of bookkeeper.
As the executive head of the company he was more than suc-
cessful. He not only wisely directed the business policy, but
gave much attention to the welfare of his employes. Mr.
Hewlett suffered his first paralytic stroke on Wednesday, De-
cember 18, but the fatal illness dated back many months. He
leaves a widow and one son.

Robert W. Hunt & Co., Chicago, inspecting and consult-
ing engineers, have decided to establish a branch office and
chemical laboratory at St. Louis, Mo. This representation will
be under the charge of Charles W. Gennett, Jr., as noted in
the Electric Railway Review of December 21. Mr. Gennett
graduated with the degree of mechanical engineer from Cornell
University in 1S98, following which he was employed in the
drafting room of the Baldwin Locomotive Works, and later in
the inspecting and testing department of the Southern Railway.
During the latter part of his connection with that organiza-
tion he was in charge of their inspection work in Pittsburg and
the west. Since then, and up to the time of entering the
service of Robert W. Hunt & Co., he has been the western
sales agent of the Atha Steel Casting Company, with head-
quarters in Chicago.

Preston Car & Coach Company, Preston, Ont.. has com-
pleted its temporary plant for the manufacture of passenger
equipment for steam and electric lines and is rebuilding a num-
ber of passenger cars for the Temiskaming & Xorthern On-
tario. The company has 8 1-3 acres of land with spur tracks
to the Grand Trunk and Canadian Pacific railways and has
laid foundation for a 3-story L-shaped building with a frontage
of 200 feet and a depth of 140 feet, the three floors to be used
respectively as a blacksmith and machine shop, mill and cabi-
net shop and by the upholstering and finishing departments.
A car construction shop to be built in two sections each 37
by 200 feet will also be erected. The permanent power house
of reinforced concrete to conform to construction of the other
permanent buildings is 40 by 60 feet and has been completed.
The machinery thus far installed is new and of modern design.
The temporary building now occupied is 80 by 260 feet and
will be utilized for lumber sheds or other purposes when the
plant is completed. In addition to the repair work now in
hand for the Temiskaming & Xorthern Ontario the company
has contracts for a number of new cars for passenger equip-
ment for the same road and for several cars for electric lines.
The directors of the company include Martin X. Todd, presi-
dent and general manager of the Gait Preston & Hespeler
Street Railway, who is also president of the company. Fred-
erick Clair, vice-president of the company and mayor of Pres-
ton; George Cliar, M. P.; George Pattinson, M. P.; C. Kloep-
fer, ex-M. P., and C. R. Hanning, who is secretary and treasurer
of the company. The active management is in the hands of
Donald M. Campbell, who is general manager, and Charles S.
Wright, general sales manager.

January 11. 1908.

ELECTRIC RAILWAY REVIEW

ADVERTISING LITERATURE.

Whitmore Manufacturing Company. Cleveland. O. — A les-
son in gear protection and economy is shown in a recently is-
sued foider. Illustrations demonstrate the difference in wear
on gears used with and without Whitmores gear protective
compound.

Joseph Dixon Crucible Company, Jersey City. N. J. — A neat
booklet recently issued has for its subject air brake lubrica-
tion. It contains a description of the properties, uses and
special advantages of Dixon's Ticonderoga graphite air brake
and triple valve grease and Dixon's special graphite No. 635.

Locke Insulator Manufacturing Company. Victor. N. Y. — A
calendar bearing a most excellent reproduction of the famous
painting "Nathalie." by Alfred Schwartz, is being distributed.
Attached to the calendar is a brief description of the work of
the artist who painted the original from which the reproduc-
tion was made.

Novelty News. Chicago, III. — A monthly publication, con-
taining about 70 pages in 3-column makeup. It is full of
novelty advertising suggestions, premium ideas and new plans
to increase sales for manufacturer, jobber, merchant, salesman
and agent. All the novelties of the month are shown, many
of them illustrated.

Cortright Metal Roofing Company. Philadelphia. Pa. — The
January issue of the Cortright Metal Shingle Advocate is out
in a new and attractive cover. The contents are interesting
and well worth reading. They give practical suggestions that
create new thoughts about roofing which are apt to be over-
looked by those who are not giving their whole time to
building.

Niles-Bement-Pond Company, New York, N. Y. — An illus-
trated description of what is probably the largest and heaviest
metal planer ever built is contained in a recently issued pub-
lication. The huge machine weighs 845,000 pounds, or 422*2
tons, and requires motors with a total of 207 ^ horsepower for
driving table, slotter bars. lift. etc. In general this machine is
of the usual planer type, but it possesses a number of unusual
features.

with I -inch tongued and grooved yellow pine and from the
arm rail down are covered with No. 14 sheet steel in panels.
The interior sides of the car are made of No. 14 sheet steel,
riveted together in one length, forming an interior truss.
Each car is full vestibuled with folding doors.

The interior finish is of cherry except the steel panels
below the arm rail. All cars are equipped with Hale & Kil-
burn walkover seats and Pantasote curtains, and are lighted by
15 incandescent lamps. The cars are equipped with the
Danville Car Company side vestibule sign, the Kirby-Neal
headlight and are mounted on Brill No. 21-E trucks.

VICTOR PORTABLE TESTING METER.

By ordinary methods it requires considerable effort and
more than one instrument to accurately measure the voltage,
amperage and wattage of a lamp circuit. For this reason it

SEMI-STEEL CARS FOR THE AMARILLO STREET
RAILWAY.

The Danville Car Company has recently built for the
Amarillo Street Railway Company. Amarillo. Tex., four of its

Semi-Steel Car — Amarillo Street Railway

new semi-steel, semi-convertible cars. They have 22-foot car
bodies. 32 feet 7 inches over all: the width of car bo<:
feet 2 inches over all.

Both side sills are of yellow pine, reinforced with steel
plate between them. The subsidiary sills on each side for
the truck are reinforced with steel angles. Body framing is
made of ash. The sides of the car are covered longitudinally

Victor Portable Testing Meter.

is interesting to learn that a new type of direct-current
meter which will simultaneously exhibit all three quantities
has just been placed on the market. To test a lamp it is
only necessary to connect the attachment plug and cord of
the portable meter to any lamp circuit, insert the lamp and
read volts, amperes and watts
without computation.

The movements are built on
the familiar d'Arsonval pattern,
and so placed with reference to
each other and the scale as to
render the energy- consumption
directly readable at the intersec-
tion of the volt and ampere
indicator needles; the special
feature being the design, which
enables the operator to read at
one glance the pressure, current
and wattage on any lamp which
may be inserted in a socket im-
mediately above the meter.

The instrument is equipped
with three self-contained shunts,
one of 150 amperes capacity,
having conveniently arranged
binding posts, and a 1.5 and 0.75
ampere shunt, which is so con-
nected within the base of the
meter as to be readily thrown
in circuit at will.

The different shunts may
easily be placed in circuit by
the adjustment of a small screw-
plug at the top and right of the
instrument. The two smaller
shunts have universal connec-
tions.

The voltmeter may have
either a 150 or a 300 volt scale
or both. The most valuable feature of this instrument is the
fact that accurate wattage measurement may be taken on a
fluctuating load, as it is required to observe but a single point
for such readings.

The instrument is entirely self-contained and weighs less
than 15 pounds complete. It is being sold by the H. W. Johns-
Man ville Company. 100 William street. New York.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2..

IMPROVED FORMS OF TICKETS.

Many electric railway companies are now turning their
attention to the more general use of some form of ticket sys-
tem instead of cash fares. While the electric railways were
principally extensions of city street car lines and the con-
ductor simply had to collect an additional 5-cent fare upon
reaching the city limits the cash fare system was sufficient.
However, this practice has in many cases heen allowed to
continue with the expansion of the road into a large number
of zones until the burden on the conductor .and the incon-
venience to the passenger are unduly increased unless some
form of ticket is used. When the roads expand still further
and come into the class of railroads, basing their charges on
mileage, a ticket system is absolutely necessary. Many city
lines also are now using tickets to a large extent, especially
where fares are sold for a' reduced rate if purchased in quan-
tities.

The use of tickets is not only a convenience to the con-
ductor and to the passengers but provides a check on the
number of fares collected. However, to be an effective check,
the ticket system must be of such a form as to prevent
manipulation and be easily handled in the auditor's office.

We present herewith illustrations of a number of im-
proved forms of tickets and transfers which have been brought
out by the Globe Ticket Company of Philadelphia. With its
improved designs of machinery for the manufacture of tickets
this company is able to furnish ticket forms which will com
mend themselves at once as possessing unusual advantages

One of the latest ticket forms put on the market by
the company is a mileage book which is suited to the require
ments of both steam and interurban roads. This book may
be furnished in units of miles or amounts of fares paid, with

■THI8RBMI RAILWAY CO.

, mm ,

l*TcRU8?AK»AIUMYC8,
7 iRTERURSAS Rill. WAY U.

'imRuaiAssAiLWArcft. ^
3 | — 28J£5!_ 3

» ; iTERURBAil RAILWAY CO. :

UTER«SSAR RAILWAY 60.

980

j OTERflRBAJJ*«tJAY J#r

Globe Ticket Forms —
Package Ticket.

Globe Ticket Forms — Strip
from Mileage Book.

500, 1,000, 1,500 or 2,000 miles to a book. An especial feature
is that the mileage is in one continuous strip, with no paste
except for fastening to the cover. The accompanying illustra-
tions show the appearance of both the mileage strip and the
5-cent zone strip, with the method of numbering. They aro
printed in four colors with non-counterfeitable tints. The
book is strongly bound, with tough cardboard covers. On the
inside of the front cover is a strip of celluloid which forms a
straightedge for detaching mileage. The books are standard
size and the printing and appearance are of a high grade.

The new package ticket shown herewith also presents a
number of valuable features. It is furnished in strips con-
taining any number of tickets from 6 to 24. Each ticket in
the strip bears the same number instead of a number running
consecutively through a sheet of tickets, a point that is of
great value to the auditing department. These tickets are for
both city and interurban use and have non-counterfeitable
plate backs and tint faces. The tint face and the numbering
may be of any color desired, the lettering being black.

The day and night transfer, samples of which are illus-
trated, is of an especially simple and convenient form and
should commend itself at once to all managers. It gives the
road an entirely different transfer for a. m. and p. m. use
with no extra trouble to the conductors. As the transfers
are issued for a. m. use without the coupon and for p. m.
use with the coupon there is provided not only a different
appearing transfer for the two parts of the day but also a

gpce

" r'ooKiifti'

999550

240

IUTfBUR}»« f\i[M toMPIH/

239

llftPUSBAN FULWIT COMPANY

238

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-jtaassa-.

237

lnbulSiil n*iL*lV MKflliV

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236

^99550^

235

IIITERUEB1N RIIIWI1 COMPJUI

234

i*!E(UBB»Pi MILW1I WMMM

233

..99JSt.»

232

IHTERUBSM M,L*«I CUHHH

231

i«Ttm«ain MUM1 COWUI

230

-M t-LREJN RMWAl L^MPiHY

229

- ■ <

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05 j ; i

3.- J.om .

Globe Ticket Forms — Strip
of 5-Cent Zone Checks.

Globe Ticket Forms — Day
and Night Transfer Slip.

different length transfer, thus enabling the receiving con-
ductor to tell at a glance if the right transfer is presented.
The convenience in the auditing department is also apparent.
By the system of duplicate numbering an indisputable record
is kept.

This form of transfer has been on the market but a short
time, but it has already been adopted by about 60 roads, includ-
ing the Interborough Rapid Transit Company, the Coney
Island & Brooklyn Railroad and the Public Service Corpora-
tion of New Jersey, and in the cities of Birmingham, Ala.,
Richmond, Va.. Minneapolis, Minn., Los Angeles, CaL, Spokane,
Wash.. Tacoma, Wash., and South Chicago, 111.

Burns & Co., Chicago, consulting corporation specialists,
announce the perfecting of their organization with offices in
the Isabella building. The company offers the services of
associated experts in consultation and personal examination
in all matters pertaining to the promotion and preliminary
work of public service and industrial projects, steam and
electric railways, and all engineering undertakings. The com-
pany is fitted to give advice concerning any particular feature
of the project from its organization to financing and final
flotation, and during construction will give consultation service
either with or without engineering advice. The staff of Burns
& Co. has been brought together by J. J. Burns, manager,
well known in the promotion and construction of steam and
electric railroads; and affiliated financial, engineering and
contracting connections will give clients every advantage con-
sistent with a strictly consulting service.

January 11, 1908.

ELECTRIC RAILWAY REVIEW

Use GRIP NUTS on track bolts

and You Have a Better, Safer Track

GRIP NUTS never let loose under any strain,
jar or vibration unless bolts break.

GRIP NUT COMPANY

500 Fifth Avenue, NEW YORK 152 Lake Street, CHICAGO

It Pays

to buy this type of brake shoe — the
kind approved by the A. S. & I. R. A.
Standardization Committee.

We would like to give you figures
based on facts that prove it! Write

American Brake Shoe & Foundry Co.

New York Chicago Chattanooga

MAHWAH, N. J.

The Christie Type
Steel Back Shoe

Tread Wheels

Motors and

C A W x ,; 10Iors a

v~ - rk * v v • Dynamos

We claim for them the advantages of
perfect commutation, coolness in opera-
tion, high efficiency, substantial con-
struction, interchangeable parts, high
quality of insulation, perfect balance,
and pleasing appearance.

Ask, please, for booklet and information about
our offer of a 30-day free test

CLEVELAND ARMATURE WORKS, CLEVELAND, OHIO

America s Greatest Armature Winding, Commutator and Field Works

28 ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 2.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.

AMERICAN CAR COMPANY, ST. LOUIS, MO. ^SSSSJSSSSShlS.
G. C. KUHLMAN CAR COMPANY, CLEVELAND,OHIO ^™ c c ° a S a Sn 1 ^SSS!

JOHN STEPHENSON COMPANY, ELIZABETH, N. J. Australian agents: noyes

„ ,„,,__, ~ ,, . „,, BROTHERS, SYDNEY. CABLES:

WASON MANUFACTURING CO.SPRINGFIELD,MASS. brill phila , axles london.

^ARS^^^U?KS^^EATS^^AT^N^SP^INGSSPECIAL TIES SUPPLIES

RATTAN SEAT COVERING

Brill rattan seat covering is woven in all widths from eighteen
to thirty-six inches, the standard sizes being twenty, twenty-
four and twenty-six inches, and the standard length of a roll
is two hundred and twenty-five feet. For use on seat cushions
it is lined with canvas, but for seat backs the unlined woven
cane is amply strong for the purpose. We use the best
selected hard cane, which, while it costs a little more than
the soft cane often used, is well worth the difference, for it
retains its clean, glossy appearance and color and is much
more durable. Soft cane has very much the appearance of
hard cane when new, but it discolors quickly and wears badly.
Our method of weaving cane produces uniformity of texture,
and the material never fails to give complete satisfaction.
We manufacture seats for all types of city and interurban cars.

L°I N E D AND UNLINED TWILL WEAVE RATTAN

January 11, 1908.

ELECTRIC RAILWAY REVIEW

General Electric Company

Hpn

^E£~*£l^

Syjjjfg

Railway Motor Gears

The Machine Shops

The joint faces of both
halves of split gears are
milled simultaneously in
the same jig and all bolt
holes are drilled in a com-
bination fixture which
insures correct relation
of holes in the two halves.

Tvi I Machine Employed in Joint Milling of

Split Gear Castings.

i- Mounted in Gear Cutting Machi

Roughing and Finishing Cutter

Operating Simultaneously.

Gear rims are machined on circular
mill, in which operation the torque stress
imposed on castings is more severe than
is met in service.

Combination roughing and finishing
cutters are employed in cutting teeth,
insuring greater accuracy in tooth di-
mension than is obtainable by any other
cutting method.

"Original Equipment Quality"

means

"Original Equipment Service"

Tin filial advi rtisi mi nl q) thil si iei in th Electric Railway />'■ vu w "ill appeal January
18th, entitled tht "Inspection and Testing of General Electric Railway Woto

Chicago Office:
Monadnock Building

Principal Office:

Schenectady, N. Y.

Sales Offices in
All Large Cities

ELECTRIC RAILWAY REVIEW

.January 11; 1908.

Are you interested in trolley construction?
Our "Red Booklet'' is a book of facts. It tells
why "Phono-Electric" trolley wire is superior
to hard drawn copper wire. Mailed free.

BRIDGEPORT BRASS CO.

Postal Telegraph Building
Broadway and Murray Street, NEW YORK

/UFK/N

MEASURING TAPES

are the choice of .-spert electrical engineers in all quarter*
of the globe. Absolute accuracy and the highest possible
degree of durability make them especially adapted to
Electric Railway Work.

New York.
London, Eng
Windsor, Can

TH E/l/FK/N /?ULEfio.

SAC I HAW MICH., U.S.A.

For CABLE, ELECTRIC aud
ELEVATED CARS

VAN DORN AUTOMATIC
COUPLERS

W. T. Yan Doen, Gen'l Manager

The records go farthi-r than talk.
Look up the records.
Send for booklet of information on Couplings.

W- T. VAN DORN COMPANY, 1076 S. Paulina Street, CHICAGO

Washburn "M" Type Traction Coupler

Strongest, Simplest and Cheapest
Traction Coupler Ever Made

Illustration shows two "M" Type couplers on
a forty five degree curve and coupled with a
short cast link as used on cars having a short
wheel base. For longer cars a longer link cast-
ing is furnished, giving any amount of distance
between cars, and affording the desired clearance
when traveling curves.

Ask for new catalogue of traction devices.
Washburn Steel Castings & Coupler Co.

MINNEAPOLIS. MINN.

Every nickel collected is registered
before reaching the conductor's hand
when you use the

Rooke Automatic
Fare Collector

The Rooke System is a revolution
in fare-collecting methods, and as
far superior to old systems as the
trolley car is to the horse car.

*(I Why not ask us to prove it ?

Rooke Automatic Register Co.

PROVIDENCE

RHODE ISLAND

WADDELL& MAHON

Special Agents

PHILADELPHIA OFFICE BALTIMORE OFFICE

Room 312 Lippincott Bid;;. Room 406 Baltimore American Bldg.
Long Distance Telephone Long Distance Telephone

2403 Walnut 5347 St. Paul

BOSTON OFFICE
Room 411 Post-Ortice Square Building
Long Distance Telephone, 959 Fort Hill

ALWAYS ON DUTY

1133 BROADWAY

Suite 1024 and 103S St. James Building

NEW YORK

Long Distanc
45S2 Madi

? Telephone Night
son Sq. Telephones

2SO.i Melrose
2903 Melrose

Have You Any Labor Troubles?

Do You Anticipate Trouble?
We Are Licensed Special Agents

We are not a Detective Agency, but Special Agents
who act for Corporal inn- and .Manufacturers in the
termination of labor diriieulties. We secure and
furnish non-union mechanics in all trades, and
skilled labor in all branches of industry, for service
during strikes, and establishing the open shop. We
also furnish Special Police Patrolmen, trained to
their duties for the protection of non-union work-
men and security of property. We establish, operate
and maintain Commissaries for the maintenance
of non-union workmen, performing Special Service
during strikes and lockouts.

We Are Not a Detective Agency

We Are Successful

We Get Results

IN THIS ISSUE DESCRIPTION OF NEW SHOPS INDIANA UNION TRACTION COMPANY

Ftectric Railway Review

160 Harrison Street, Chicago
l.V) Na-.-au Street. New York
15'*.* Williamson Bid*;.. Cleveland

CHICAGO, JANUARY 18, 1908

Whole N o. Subscription : Domestic

NOW

is the time
to patronize
the optimist

Advertisers: Remember, please,
that the time to advertise is all
the time you want to do business.

You will find a large num-
ber of him represented in
the advertising pages of the
Electric Railway Review
These advertising optimists,
you will note, cover every
branch of the electric railway
supply business. (Pessimists
hardly ever or never adver-
tise, you know).

If everybody will buy goods
of optimists — of the men
who have faith in their
country and their business,
and prove it by persistent
advertising — if you will buy
goods of them, the return to
normal business conditions
which set in with the New
Year will be greatly accel-
erated.

Make it a point to read the
advertising pages in this
and following issues of the
Electric Railway Review
Then place your orders with
the men who are exerting
every effort to make business
what it ought to be and what
it will be soon.

Alphabetical List of Advertisers. Page 4.

Advertisers' Classified Directory, Pages 4-6-8-10.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

Queen

Testing Sets

"The Recognized /^g
Standard" fBi

Voltmeters 1|B,
Ammeters V§

■gSm3m3k U. S. Stand-

^r^'.": ---'IjBb, ard Testing

S*l Sets
\± Mf§ffg£|« Rail Bond

Switchboard t|
and Portable

^ngfl^l^ittfvfe^ 1 esters
^^£335 i *sS§Sk Galvanom-

Alternating $J|

and Direct ^jj|

Current ™

^■pSS)'. rA eters,etc.,etc.
^Bj^js^isl^^p|^^g* Electrical
E^Ta^i"^^ Instrument- for
^^^^^ All Purposes
ueeu Acme Testing Set

QUEEN & CO., inc., Philadelphia, Pa.

WESTON Electrical Instrument Co.

Main Office and Works:
WAVERLY PARK, NEWARK, N. J.

Illuminated

Dial Station

Instruments

SEND FOR NEW CATALOGUE

Berlin— European Weston Electrical Instru-
ment Co., Kitterstrasse, No. 88
Weston Standard Illuminated Paris. France— E. H. Cadiot, 12 Rue St. Georges
Dial Station Voltmeter London— Audrey House. Ely Place, Holbom
Model 11 New York Office— 74 Cortlaudt St.

(End View)

Has adjustable steel noses — suit-
able for general urban and light
interurban service. The most
efficient low priced electric
snow-plow on the market.

The RUSSELL Pedestal
Electric Snow-Plow No. 6

RUSSELL CAR & SNOW-PLOW COMPANY, Ridgway, Pa.

Wendell & MacDutiie. Cortlandt St., New York— Eastern Sales Agents;
Robinson & Cary Co., St. Paul. Minn.. C. A. Ralston, Fisher Bide . Chicago,
111. — Western Sales Agents ; Dominion Supply Co., Winnipeg. Manitoba —
Western Canada Sales Agents.

Do away with the

Hot Box Habit

on your road

by using Steel Wool Journal Pack-
ing — the perfect packing that has
accomplished this result on many roads
Send now for a free sample and test it

WM. ROBERTSON & COMPANY

General Office : Great Northern Bldg., Chicago
Factory: 75 S. Jefferson St., Battle Creek, Mich.

National Air Brakes

EMERGENCY VALVES WITH QUICK-
RELEASE FEATURE.

'National" Emergency Quick-Release Valve

WRITE FOR DESCRIPTIVE BULLETIN.

National Brake & Electric Co.

NEW YORK: HI Broadway

PHILADELPHIA: 1722 Westmoreland St. ty\ , I vx/Q , « Lpa IT C A

BOSTON: F. E. Huntress. 131 State St. '""WdUKCC, U.O. /\.

SAN FRANCISCO. CAL.: W. F. McKenny,

526 Mission St.
LONDON : 1 4 Great Smith St. .Westminster

General Sales Office: 519 First National Bank Building, Chicago

January IS, 190S.

ELECTRIC RAILWAY REVIEW

Protective Apparatus

MAXIMUM PROTECTION AT MINIMUM COST

Some Leading Types:

T*VDe C Arrester Alternating current, range 500
to 1250 volts. Has an instan-

M. P. Arrester

Types I and J

Type T (Tank)

taneous carrying capacity.

Direct current for arc circuits up
to 4000 volts. Type I mounted
on marble base for station work.
Type J enclosed in iron box for
line use.

Direct current railway and
power station work. 500 to 750
volts. The discharge path is
through the water in the tank.

Ask for Circulars Nos. 1126 and 1146.

Low Equivalent

Electrolytic

Arresters

Alternating and direct current,
range 500 to 750 volts, for rail-
way work. Has a freedom of
discharge many times greater
than other low voltage arresters.

High tension alternating cur-
rent. An advance overall other
types in its particular field.

High tension alternating cur-
rent. The equivalent spark gap
the lowest. Limits voltage to a
certain critical value.

Westinghouse Electric & Mfg. Co.

Detroit
Kansas City
Los Angeles
Minneapolis
Canada: Canadian Westinghouse Co., Ltd., Hamilton, Ontario.

Atlanta

Buffalo

Cleveland

Baltimore

Chicago

Dallas

Boston

Cincinnati

Denver

New Orleans
New York
Philadelphia

Pittsburg
St. Louis
Salt Lake City

San Francisco

Seattle

Syracuse

Mexico: G. & O. Braniff & Co., City of Mexico.

Westinghouse Steam Turbines

Have No Secrets of Construction

The simple method of blade mounting; the
water sealed packing glands surrounding
the shaft; the automatic speed limit; the
automatically controlled secondary valve,
allowing enormous overloads; the oil-cush-
ioned journals, are all details well known to
the power-using public.

Steam Turbine Publication 7002 gives
a detailed description; ask for it.

The Westinghouse Machine Co.

Pittsburg, Pa.

The Power Behind the Brake is
the Air Compressor

Prompt and efficient brake action absolutely depends upon its
reliability. Furthermore, the compressor comprises over 50 per
cent of the cost of the brake equipment. The greatest care should
therefore be exercised in selecting this important piece of appa-
ratus. YOU CAN RELY UPON WESTINGHOUSE COMPRESSORS
they have stood the test of years in the hardest service.

Compressor, showing accessibility of Commutator Brushes

Westinghouse Traction Brake Co.

General Offices; Pittsburg, Pa.

New York. Chicago. St. Louis.

Trinity Building. Ry. Exchange Building 1932 N. Broadway.

For Canada: Canadian Westinghouse Co., Ltd.. Hamilton, Ont.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

ALPHABETICAL INDEX TO ADVERTISEMENTS.

Acme White Lead & Color
Works

Advance Lumber Co 22

Allis-Chalmers Co

Aluminum Co. of America. . .2:;

American Brake Shoe & Fdrv.
Co 27

American Electrical Works

American Prog & Switch Co...

Anderson, Albert & J. M..
Mfg. Co 19

Armstrong Oiler Co

Arnold Company _ 1

Atlas Anchor Co IS

Babeock & Wilcox Co 12

Baker, The Wm. C, Heating

& Supply Co 25

Baldwin Locomotive Works. .18

Barbour-Stockwell Co

Barnes, G. H., Hardwood

Lumber Co 22

Beaver Dam Malleable Iron

Beidler, Francis, & Co

Bellamy Vestlette Mfg. Co 21

Berthold & Jennings

Blake Signal .V- Mfg. Co

Bliss, R.. Mfg. Co

Bridgeport Brass Co

Brill, The J. G., Co 2S

Brown, Harold P 15

Brown Hoisting Machy. Co.. 24

Buckeye Engine Co

Burnham, Williams & Co IS

Byllesby, H. M., & Co 24

Central Inspection Bureau... 24

Chase-Shawmut Co 11

Churchill Cedar Co 22

Cincinnati Car Co '.25

Cincinnati Frog & Switch Co...
Cleveland Armature Works.. 27

Cleveland Frog & Cross. Co

Collier, Barron G 18

Columbia Construction Co

Consolidated Car Fender Co.. 17
Consolidated Car-Heating Co. 24
Contractors' Supply & Equip-
ment Co

Cooper Heater Co 23

Crane Co 24

Creaghead Engineering Co... 24
Curtain Supply Co 24

Davis, The John, Co

Dearborn Drug & Chemical

Works 23

Detroit Graphite Co 26

Drouve. The G., Co

Drummond Detective Agency...
Durkin Controller Handle Co...

Earll, C. I

Eclipse R;>ilwa\ Supply Co.. 18
Electric Railway Equipment

Co 13

Electric Ry. Improvement Co. 5
Electric Service Supplies Co....

Engineering Agency, The

Engineers and Contractors. . .24

Fairbanks, Morse & Co

Ford, Bacon & Davis

Galena- Signal Oil Co 17

General Electric Co 29

General Storage Battery Co.. 21

Gillette Chemical Co

Goheen Mfg. Co 15

Goldschmidt Thermit Co 17

Green Engineering Co in

Green Fuel Economizer Co

Griffin Wheel Co 23

Grip Nut Co 27

Hagy, J. Milton, Waste Wks. .12

Hale & Kilburn Mfg. Co

Harrison. F. P.. Elec. Mfg. Co.30

Hartshorn. Stewart. Co 23

Heine Safety Boiler Co 24

Hevwood Bros. & Wakefield

Holman. D. F., Ry. Tracklayer

Co 24

Homer Commutator Co

Hooven-Owens-Rentschler Co. 11

Hope Webbing Co

Humbird Lumber Co., Ltd

Indestructible Fibre Co

Jewett Car Co 25

Johann, F. A 21

Johns-Manville, H. W.. Co... 13

Kennicott Water Softener Co...
Kinnear Manufacturing Co... 26

Lindsley Bros. Co., The 22

Lorain Steel Co 18

Lord & Burnham Co 17

Lufkin Rule Co 30

Lumen Bearing Co 30

Macallen Co

McGuire-Cummings Mfg. Co...

Marshall. R. W., & Co 21

Massachusetts Chemical Co.. 12

Meyers, Fred J., Mfg. Co 21

Middletown Car Works

Miller Anchor Co

Milloy Electric Co., The 21

Model Stoker Co., The 24

Morden Frog & Crossing Wks.23

National Brake & Electric Co. 2

National Carbon Co

National Lock Washer Co 19

Naugle Pole & Tie Co 22

New York Switch & Crossing

Niles Car & Mfg. Co 25

Northern Engineering Works...
Nuttall, R. D., Co 13

Ohio Brass Co 5

Okonite Co., Ltd 11

Pacific Coast Pole Co 22

Pantasote Co 19

Patten, Paul B

Pay-As-You-Enter Car Co.... 9

Power Specialty Co 22

Pressed Steel Car Co

Queen & Co 2

Rail Joint Co 22

Railway Specialty & Supply

Co 22

Railway Steel-Spring Co 24

Recording Fare Register Co.. 21

Reed, Francis, Co

Reiter, G. C 24

Ridlon, Frank, Co

Roberts & Abbott Co 24

Robertson. Wm., & Co 2

Rodger Ballast Car Co 24

Rooke Automatic Register Co.30
Rossi I cr, MacGovern & Co.

(Inc.) 21

Russell Car & Snow-Plow Co. 2

S-E. Missouri Cypress Co 22

St. Louis Car Co 7

St. Louis Car Wheel Co 24

St. Louis Surfacer & Paint

Co 12

Sanderson & Porter

Saxton, E

Shinier & Chase Co 24

Security Register & Mfg. Co.. 13
Sheaff & Jastaad

Simmons, John, Co 18

Smith, Peter, Heater Co 22

Speer Carbon Co

Standard Brake Shoe Co 24

Standard Motor Truck Co.... 14

Standard Paint Co 21

Standard Steel Works IS

Standard Underground Cable

Standard Varnish Works 21

Star Brass Works IS

Stone & Webster Engr. Corp. 24

Stuart-Howland Co

Symington, T. H., Co 26

Telegraph Signal Co 30

Trolley Supply Co

Under-Feed Stoker Co IS

United States Graphite Co..

The

U. S. Metal & Mfg. Co L5

Van Dorn & Dutton Co 24

Van Dorn, W. T., Co

Van Valkenburgh, E. C 19

Waddell & Mahon 30

Wagenhorst. J. H., & Co 22

AYallace Supply Co

Wanted and For Sale Cards..

211. 21

Washburn Steel Castings &

Coupler Co 15

Watson-Stillman Co 17

Wendell & MacDuffie

Western Electric Co 19

Westinghouse Elec. & Mfg.

Co 3

Westinghouse Machine Co.... 3
Westinghouse Traction Brake

Co 3

Weston Electrical Instrument

Co 2

Wharton, Wm., Jr., & Co

Wheeler Condenser & Eng'g

Co 24

Wheel Truing Brake Shoe Co. 24

White, J. G.. & Co 24

Whitmore Mfg. Co., The 19

Wilson, J. G.. Mfg. Co 26

Wood. Guilford S 12

Woodman, R., Mfg. & Supply

Worcester, C. H., Co 22

Zelnicker, Walter A., Supply

CLASSIFIED LIST OF ADVERTISERS.

Advertising Service.
Van Valkenburgh, E. C, 2117
West One Hundred and Sec-
ond St., Chicago.

Advertising, Street Car.
Collier, Barron G., Flat Iron
Bldg., New York.

Air Brakes — (See Brakes and
Brake Parts).

Air Compressors — (See Com-
pressors, Air).

Alloys and Bearing Metals.

Brown, H. P., 120 Liberty St.,
New York.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Lumen Bearing Co., Buffalo.
N. Y.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St. Louis Car Co., St. Louis,
Mo.

Aluminum Wire, Etc.
Aluminum Co. of America,
Pittsburg.

Anchors.

Atlas Anchor Co., Cleveland. O.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Miller Anchor Co., Norwalk, O.
Ohio Brass Co., Mansfield, O.

Armatures and Coils, Winding
and Repairing.

Cleveland Armature Works,
Cleveland, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 160
South St., New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co.. Boston.

Armature Lifts.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Asbestos Materials.
Johns-Manville, H. W., Co.,
New York.
Axles — (See Wheels and Axles).
Babbitt Metals — (See Alloys and

Bearing Metals).
Badges and Buttons.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,
New Haven, Conn.
Ballast Cars — (See Cars, Bal-
last).
Ball Bearing.
Symington, T. H., Co., Balti-
more, Md.

Bases — (See Trolley Poles and
Fittings).

Batteries.

General Storage Battery Co.,
42 Broadway, New York.
Bearings.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Lumen Bearing Co., Buffalo,
N. Y.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Nuttall, R. D., Co., Pittsburg.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Symington, T. H., Co., Balti-
more, Md.

Van Dorn & Dutton Co.,
Cleveland, O.

Bells and Gongs.
American Car Co., St. Louis.
Brill, The J. G., Co., Phila-
delphia.

Bells and Gongs — Continued.

Electric Service Supplies Co.,

1020-24 Filbert St., Phila.
Kuhlman, The G. C, Car Co.,

Cleveland.
McGuire-Cummings Mfg. Co.,

Chicago.
Ohio Brass Co., Mansfield, O.
Reiter, G. C, Canton, O.
St. Louis Car Co., St. Louis,

Mo.
Stephenson, John, Co., Eliza-
beth, N. J.
Wallace Supply Co., Chicago.
Wason Mfg. Co., Springfield,

Mass.
Western Electric Co., Chicago.
Black Lead.
Detroit Graphite Co., Detroit,

Mich.
U. S. Graphite Co., Saginaw,

Mich.
Block System — (See Signals).
Blowers — (See Mechanical Draft)
Blue Printing Machines.

Buckeye Engine Co., Salem, O.
Boilers.
Babeock & Wilcox Co., N. Y.
Fairbanks, Morse & Co., Chi-
cago.
Green Fuel Economizer Co.,

Matteawan, N. Y.
Heine Safety Boiler Co., 421

Olive St., St. Louis.
Lord & Burnham, Irvington-

on-IIudson, New York.
Rossiter, MacGovern & Co., 17

Battery PI., New York.
Boiler Cleaning Compound.
Dearborn Drug & Chemical

Works, Chicago.
Johns-Manville, H. W., Co.,

New York.
Bonds, Rail.
Brown, H. P., 120 Liberty St.,

New York.
Chase-Shawmut Co., New-

buryport, Mass.
Electric Railway Improvement

Co., Cleveland, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Bonds, Rail — Continued.

General Electric Co., Schenec-
tady, N. Y.

Goldschmidt Thermit Co., 43
Exchange PI., New York.

Johns-Manville, H. W., Co.,
New York.

Ohio Brass Co., Mansfield, O.

Brackets and Cross Arms.

Anderson, Albert & J. M.,
Mfg. Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Lindsley Bros. Co., Spokane,
Wash.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Brakes and Brake Parts.

Allis-Chalmers Co., Milwau-
kee, Wis.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

National Brake & Electric Co.,
Milwaukee.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Westinghouse Traction Brake
Co., Pittsburg, Pa.

Brakeshoes.
American Brake Shoe & Fdry.

Co., Mahwah, N. J.
American Car Co., St. Louis.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

Attractive Prices

on Low- Voltage Porcelain Insu-
lators for Telephone, Electric
Light and Railway Feeder Work

Pony Double Groove Insulator
Cat. No. MOO

We are quoting prices on low -tension insu-
lators that you cannot afford to overlook
{JOur insulators are of the highest quality and
our factory facilities such that we are able to
make immediate shipment on all standard types

Write for full particulars and ask for INSULATOR CATALOGUE No. 1

THE OHIO BRASS COMPANY

MAIN OFFICE — MANSFIELD, OHIO WORKS

New York: 43-49 Exchange Place D . — „ ., „_ r .. • D ... , St

,-.. ■ .,-.. p. ■ c .° Burt uellatlv. 336 rourth Avenue, Pittsburg A .

Chicago: 321 Dearborn Street " ■ A

. Louis: 10 N. Fourth Street
Atlanta: Peters Building

One of the strongest points about this car
for installing rail bonds by

Electric Brazing
and Copper Welding

is its portability.

It can be removed from the track in one
minute when necessary to meet traffic condi-
tions. And it can be replaced in equally short
time. Its use has proved profitable, without
serious interruption of service, on lines running
under a 2^-minute headway.

TVe would like to tell you some more facts
— write us, please.

The Electric Railway Improvement Co.

6005 Carnegie Avenue, Cleveland, Ohio

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

CLASSIFIED LIST OF ADVERTISERS Continued.

Brakeshoes — Continued.

Brill. The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

St. Louis Car Co., St. Louis,
Mo.

Standard Brake Shoe Co., Au-
rora, 111.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Wharton, Wm., Jr., & Co.,

Philadelphia.
Wheel Truing Brake Shoe Co.,

Detroit.

Bridges.
Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Brushes, Motors and Dyanmos.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

National Carbon Co., Cleve-
land. O. „„„ „

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Speer Carbon Co., St. Marys,
Pa.
Bumpers, Car.

American Car Co., St. Louis.

Brill, The J. G., Co.. Phila-
delphia. _ _ _

Kuhlman, The G. C, Car Co-
Cleveland. _ x _

St. Louis Car Co., St. Louis,

Stephenson, John, Co., Eliza-
beth, N. J. „_,_.«

Wason Mfg. Co., Springfield,
Mass.
Car Cleaner.

Gillette Chemical Co., 42
Broadway, New York.

Car House Doors.

Kinnear Mfg. Co., Columbus,

Wilson, J. G., Mfg. Co., New

York.
Car Replacers.

Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Fairbanks, Morse & Co., Chgo.
Ohio Brass Co., Mansfield, O.
TJ. S. Metal & Mfg. Co., 2o

Broad St., New York.

Car Roof Paint, Canvas.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

Car Seats.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Hale & Kilburn Mfg. Co-
Philadelphia. >j

Heywood Bros. & Wakefield
Co., Wakefield, Mass.

Kuhlman, The G. C, Car Co..
Cleveland.

St. Louis Car Co.. St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,
Mass.

Car Signs — (See Signs, Cars and

Track).
Car Steps. „

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.
Wallace Supply Co., Chicago.

Car Trimmings — (See Trim-
mings, Car).
Cars, Ballast.

Rodger Ballast Car Co., Chgo.
St. Louis Car Co., St. Louis.
Mo.

Cars, Dump.

Fairbanks, Morse & Co., Chgo.

Middletown Car Works, Mid-
dletown, Pa.

Rodger Ballast Car Co., Chgo.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

St. Louis Car Co., St. Louis,
Mo.
Cars, Passenger and Freight.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Cincinnati Car Co.. Cincinnati.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Cars, Passenger and Freight —
Continued.

Electric Railway Improvement
Co., Cleveland. O.

Fairbanks, Morse & Co., Chgo.

Jewett Car Co., Newark, O.

Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co-
Chicago.

Niles Car & Mfg. Co., Niles, O.

Pressed Steel Car Co., Pitts-
burg.

Rodger Ballast Car Co., Chgo.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

St. Louis Car Co., St. Louis,
Mo.

Standard Motor Truck Co-
Pittsburg.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co.. Springfield.
Mass.

Cars, Pay-As-You-Enter.
Pav-As- You- Enter Car Co., 26
Cortlandt St., New York.

Cars, Rebuilt.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Cars, Second-Hand.

Detroit Carbuilding & Equip-
ment Co., Detroit, Mich.

Marshall, R. W- & Co., 95
Liberty St., New York.

Zelnicker, Walter A- Supply
Co., St. Louis.

Middletown Car Works, Mid-
dletown, Pa.

Pressed Steel Car Co.. Pitts-
burg.

St. Louis Car Co., St. Louis,
Mo.

Standard Motor Truck Co.,
Pittsburg.

Castings, Brass.
Star Brass Works, Kalamazoo,
Mich.

Castings, Iron and Steel.

American Brake Shoe & Foun-
dry Co., Mahwah, N. J.

Green Engineering Co., Com'l
Nat. Bk. Bldg- Chicago.

Lorain Steel Co., Johnstown,
Pa.

National Brake & Electric Co.,
Milwaukee.

Cements, Cable and Transformer.
Massachusetts Chemical Co.,
Walpole, Mass.
Circuit-Breakers.
Electric Service Supplies Co-
200 Plymouth Bldg- Chicago.
General Electric Co., Schenec-
tady, N. Y.
Western Electric Co., Chicago.

Coal Handling Machinery — (See
Conveyors).

Coils — (See Armaturesand Colls)
Commutators and Parts.

Cleveland Armature Works,
Cleveland.

Electric Service Supplies Co.,
1020-24 Filbert St.. Phila.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Homer Commutator Co., Cleve-
land, O.

Marshall, R. W- & Co., 95
Liberty St., New York.

Ohio Brass Co.. Mansfield, O.

Stuart-Howland Co., Boston.

Compressors, Air.
Fairbanks. Morse & Co., Chgo.
General Electric Co., Schenec-

tadv, N. Y.
National Brake & Electric Co.,

Milwaukee.
Westinghouse Traction Brake

Co., Pittsburg.

Concrete Mixers-
Contractors' Supply & Equip.
Co., Chicago.

Condensers.
Wheeler Con. & Eng. Co., New
York.

Conduits.
Electric Service Supplies Co.,
200 Plymouth Bldg- Chicago.
Western Electric Co., Chicago.

Contractors.

Arnold Company, 181 La Salle
St., Chicago.

Byllesby, H. M- Co., Am.
Trust Bldg- Chicago.

Columbia Construction Co-
Milwaukee, Wis.

Creaghead Engineering Co-
Cincinnati, O.

Green Engineering Co., Com'l
Nat. Bk. Bldg- Chicago.

Sanderson & Porter, 52 Will-
iam St., New York.

Saxton, E- 841 Bladensburg
R., Washington, D. C.

Sheaff & Jaastad, 88 Broad
St., Boston.

Stone & Webster Engineering
Corp., Boston.

Wharton, Wm- Jr., & Co.,
Philadelphia.

White, J. G., & Co., 49 Ex-
change PI- New York.

Controllers and Attachments.

Durkin Con. Handle Co., Ar-
cade Bldg., Philadelphia.

Electric Service Supplies Co.,
200 Plymouth Bldg- Chicago.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Johns-Manville, H. W- Co.,
New York.

Marshall, R. W- & Co., 95
Liberty St., New York.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg.

Conveyors and Coal Handling

Machinery.
Green Engineering Co., Com'l

Nat. Bk. Bldg- Chicago.
Northern Engineering Works,

Detroit, Mich.

Cord, Bell and Trolley.

American Car Co., St. Louis.

Brill, The J. G- Co.. Phila-
delphia.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

Kuhlman, The G. C- Car Co.,
Cleveland.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Stuart-Howland Co., Boston.

Wason Mfg. Co., Springfield,
Mass.

Couplers, Car.

American Car Co., St. Louis.

Brill, The J. G- Co., Phila-
delphia.

Kuhlman, The G. C- Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Ohio Brass Co., Mansfield, O.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn, W. T- Co., Pau-
lina St., Chicago.

Wallace Supply Co., Chicago.

Washburn, E. C- Minneapolis.

Wason Mfg. Co., Springfield,
Mass.
Coverings, Pipe and Boiler.

Johns-Manville, H. W- Co-
New York.

Cranes, Hoists and Lifts.

American Car Co., St. Louis.

Brill, The J. G- Co., Phila-
delphia.

Brown Hoisting Machinery
Co., Cleveland, O.

Kuhlman. The G. C, Car Co-
Cleveland.

Northern Engineering Works,
Detroit, Mich.

Railway Specialty & Supply
Co., Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn & Dutton Co-
Cleveland. O.

Wason Mfg. Co.. Springfield,
Mass.
Cross Arms — (See Brackets and
Cross Arms).

Crossing Gates — (See Gates and
Guards).

Crossings, Track — (See
Switches).

Curtains, Fixtures and Materials.

American Car Co., St. Louis.

Brill, The J. G- Co., Phila-
delphia.

Curtain Supply Co., 93 Ohio
St., Chicago.

Curtains, Fixtures and Materials

— Continued.
Electric Service Supplies Co.,

200 Plymouth Bldg- Chicago.
Hartshorn, Stewart, Co., East

Newark. N. J.
Kuhlman, The G. C- Car Co.,

Cleveland.
Marshall, R. W- & Co., 95

Liberty St., New York.
National Lock Washer Co.,

Newark, N. J.
Pantasote Co., 11 Broadway,

New York.
St. Louis Car Co., St. Louis,

Mo.
Stephenson, John, Co., Eliza-
beth, N. J.
Wason Mfg. Co., Springfield,

Mass.

Cylinder Oil.
Power Specialty Co., Ill
Broadway, N. Y.

Derailing Devices.

American Frog & Switch Co.,
Hamilton, O.

Cincinnati Frog & Switch Co-
Cincinnati, O.

Cleveland Frog & Crossing
Co., Cleveland, O.

Detective Agency.
Drummond Detective Agency.
New York.

Diaphragms.
Wood, G. S., Great Northern
Bldg- Chicago.

Doors and Fixtures.

American Car Co., St. Louis.

Brill, The J. G- Co., Phila-
delphia.

Kuhlman, The G. C- Car Co-
Cleveland.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co- Chicago.

Wason Mfg. Co., Springfield.
Mass.

Doors, Steel Rolling.
Kinnear Manufacturing Co.,

Columbus, O.
Wilson, J. G- Mfg. Co., New

York.

Draft, Mechanical — (See Me-
chanical Draft).

Draft Rigging.
Van Dorn, W. T- Co., Chgo.
Wallace Supply Co., Chicago.

Drills, Track.
Brown, H. P., 120 Liberty St.,

New York.
Electric Service Supplies Co.,

200 Plymouth Bldg- Chicago.
Fairbanks, Morse & Co., Chgo.
Marshall, R. W- & Co., 96

Liberty St., New York.
Reed, Francis, Co., Worcester,

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Drying Appliances.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Dynamos and Generators.

Cleveland Armature Works,
Cleveland, O.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

National Brake & Electric
Co., Milwaukee, Wis.

Rossiter, MacGovern & Co.,
17 Battery PI- New York.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Economizers, Fuel.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Electrical Instruments.

Electric Service Supplies Co.,
200 Plymouth Bldg- Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W- Co.,
New York.

Queen & Co., Philadelphia.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Weston Electrical Instrument
Co., Newark, N. J.

Electric Railway Supplies, Gen-
eral.

Cleveland Armature Works,
Cleveland, O.

Creaghead Engineering Co.,
Cincinnati, O.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

Ifil

ST LOU IS CAR 6.

ST. LOUIS MO.

lii

St. Louis Car Company M. C. B. Double Equalizer Type No. 62 Truck

Details of Construction:

TRUCK frames are made of wrought
iron forged in one piece, with a
heavy fillet in each corner, and
planed to receive pedestal jaws and
center frames of transoms. Pedes-
tals are of wrought iron and the upper face
of each is machined so as to lip on side frame.
Wearing faces are machined and provided
with oil grooves. Faces which engage the
pedestal tie bars are also machined.

Transoms are made of two 10" channels
secured to frames by being bolted to
machined cast steel side strut castings and
bolted to side fpame with heavy steel gusset
plates.

Removable chafing plates are also provided
on the transom channels. Bolsters are of
cast steel and provided with end springs to

limit side motion of car body. Bolsters also
are provided with removable chafing plates.

Equalizers are of wrought iron and forged
with a lug to fit into recess in the journal
boxes. Brakes are of the equalized type and
arranged to suit cars operated around short
curves.

Brake rigging is provided with suitable
safety hangers. Ends of hangers and hanger
pins are case hardened to reduce the wear
to a minimum and prevent rattling.

All bolts used in assembling the trucks are
taper finished, turned to a taper of ! " per
foot, and all holes for bolts are reamed to
templates.

All parts of the truck when machined are
made to template and all holes are drilled
with a jig.

Made in the largest and best equipped
factory of its kind in the world.

ill

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

CLASSIFIED LIST OF ADVERTISERS Continued.

Electric Railway Supplies, Gen-
eral — Continued.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co.,
169 South St., New York.

Johns-Manville, H. W., Co.,
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Stuart-Howland Co., Boston.

Wallace Supply Co., Chicago.

Western Electric Co., Chicago.

Enamels.
Acme White Lead & Color

Works, Detroit, Mich.
St. Louis Surfacer & Paint
Co., St. Louis, Mo.

Engine Apparatus.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Engineers and Contractors.

Arnold Company, Chicago.

Byllesby, H. M., & Co., Chgo.

Columbia Construction Co.,
Milwaukee, Wis.

Ford, Bacon & Davis, New
York.

Roberts & Abbott Co., Cleve-
land, O.

Sanderson & Porter, New York

Saxton, E., Washington, D. C.

Sheaff & Jaastad, Boston.

Stone & Webster Eng. Cor-
poration, Boston.

White, J. G., & Co., New York.

Engines, Gas and Oil.
Buckeye Engine Co., Salem, O.
Fairbanks, Morse & Co., Chgo.
Westinghouse Machine Co.,
Pittsburg.

Engines, Steam.
Buckeye Engine Co., Salem, O.
Hooven-Owens-Rentschler Co.,

Hamilton, O.
Rossiter, MacGovern & Co., 17

Battery PI., New York.
Westinghouse Machine Co.,

Pittsburg.

Fans, Exhaust and Ventilating.

General Electric Co., Schenec-
tady, N. Y.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Western Electric Co., Chicago.

Westinghouse Elec. & Mfg.
Co., Pittsburg.

Fare Boxes — (See Electric Rail-
way Supplies).

Fare Registers and Register

Fittings.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
Recording Fare Register Co.,

Mew Haven, Conn.
Rooke Automatic Register Co..

Providence, R. I.
Security Register & Mfg. Co..

42 Broadway, New York.

Feedwater Apparatus.
Green Fuel Economizer Co.,

Matteawan, N. Y.
Wheeler Condenser & Eng'g
Co., New York.

Fenders and Guards.
Consolidated Car Fender Co..

Providence, R. I.
Eclipse Railway Supply Co.,

Cleveland, O.
Electric Service Supplies Co.,

1020-24 Filbert St., Phila.
McGuire-Cummings Mfg. Co.,

Chicago.
Marshall, R. W., & Co., 95

Liberty St., New York.

Flangers, Snow.
McGuire-Cummings Mfg. Co.,

Chicago.
Ohio Brass Co., Mansfield, O.
Van Dorn & Dutton Co.,

Cleveland, O.

Frogs — (See Switches, Frogs and
Crossings).

Fuel Economizers — (See Econo-
mizers, Fuel).

Fuses and Fuse Devices.
Chaae-Shawmut Co., New-
buryport, Mass.

Fuses and Fuse Devices — Con-
tinued.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Gaskets, Bronze.
Power Specialty Co., Ill
Broadway, New York.

Gates and Guards.
Bliss, R., Mfg. Co., Pawtucket,
R. I.

Gear Cases.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St.. New York.

Gears and Pinions.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Marshall, R. W., & Co., 95
Liberty St., New York.

Nuttall, R. D., Co., Pittsburg.

Van Dorn & Dutton Co.,
Cleveland, O.

Generators — (See Dynamos).

Gongs — (See Bells and Gongs).

Graphite.
Detroit Graphite Co., Detroit,

Mich.
U. S. Graphite Co.. Saginaw.
Mich.

Graphite Paint — (See Paint).

Grates, Chain.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Grease — (See Lubricants).

Grinders.
Brown, Harold P., 120 Liberty
St., New York.

Guy Anchors — (See Anchors).

Harps, Trolley — (See Trolley
Poles and Fittings).

Headlights.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St. Louis Car Co., St. Louis,
Mo.

Stuart-Howland Co.. Boston.

Trolley Supply Co., Canton, O.

Headlinlngs, Passenger Car.
Indestructible Fibre Co.. 45
Broadway, New York.

Heaters, Car, Electric.

Consolidated Car-Heating Co.,

Albany, N. Y.
Johns-Manville, H. W., Co.,

New York.

Heaters, Car, Hot Water, and
Stoves.

Baker, The Wm. C, Heating
& Sup. Co., New York.

Cooper Heater Co., The, Day-
ton, O.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

McGuire-Cummings Mfg. Co.,
Chicago.

Smith, Peter, Heater Co., De-
troit, Mich.

Heating and Ventilating Ap-
paratus — (See Mech. Draft).

landt St., New York.

Inspection Cars, Gasoline.
Stover Motor Car Co., Free-
port, 111.

Instruments, Measuring and
Testing — (See Electrical In-
struments).

Insulating Tapes.

General Electric Co., Schenec-
tady, N. Y.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Western Electric Co., Chicago.

Insulations and Insulating Ma-
terial.

Anderson, A. & J. M., Mfg.
Co., Boston.

Creaghead Engineering Co.,
Cincinnati, O.

Electric Railway Equipment
Co., Cincinnati, O.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville. H. W., Co.,
New York.

Macallen, The, Co., Boston.

Massachusetts Chemical Co.,
Walpole, Mass.

Ohio Brass Co., Mansfield, O.

Okonite Co., Ltd., 253 Broad-
way, New York.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Standard Varnish Works, New
York.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Jacks.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co..
200 Plymouth Bldg.. Chicago.

Fairbanks. Morse & Co.. Chgo.

Kuhlman, The G. C, Car Co-
Cleveland.

Marshall, R. W., & Co., 95
Liberty St., New York.

Morden Frog & Crossing Co.,
Chicago.

Security Register & Mfg. Co.,
New York.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,

Watson- Stillman Co., 26 Cort-
landt St., New York.

Joints, Expansion — (See Steam
Fittings).

Joints, Rail.

Goldschmidt Thermit Co., 43

Exchange PI., New York.
Rail Joint Co., 29 W. 34th St..

New York.

Joints, Welded— (See Rail Joints,
Welded).

Journal Boxes.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia. •

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Symington, T. H., Co., Balti-
more, Md.

Wason Mfg. Co., Springfield,
Mass.

Journal Lubricators — (See Lu-
bricants).

Journal Packing, Steel Wool.
Robertson. Wm., & Co., Great
Northern Bldg.. Chicago.

Lamps, Arc and Incandescent.

Anderson, A. & J. M., Mfg.
Co., Boston.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Ridlon, Frank, Co.. 200 Sum-
mer St., Boston.

Stuart-Howland Co., Boston.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Lamp Sockets.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

General Electric Co., Schenec-
tady, N. Y.

Line Material.
Anderson, A. & J. M., Mfg.

Co., Boston.
Creaghead Engineering Co.,

Cincinnati, O.
Johns-Manville, H. W., Co.,

New York.
Electric Ry. Equipment Co.,

Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.
General Electric Co., Schenec-
tady, N. Y.
Macallen, The, Co., Boston.
Marshall, R. W., & Co., 95

Liberty St., New York.
Recording Fare Register Co.,

New Haven, Conn.
Stuart-Howland Co., Boston.
Western Electric Co., Chicago.

Lock and Nut Washers.
Grip Nut Co., 152 Lake St.,

Chicago.
National Lock Washer Co.,
Newark, N. J.

Lockers, Metal.
Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago.

Locomotives.
Baldwin Locomotive Works,

Philadelphia.
Johann, F. A., 1624 Pierce

Bldg., St. Louis.

Locomotives, Electric.

American Car Co., St. Louis.

Baldwin Locomotive Works,
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

General Electric Co., Schenec-
tady, N. Y.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Locomotives, Gasoline.
Fairbanks, Morse & Co., Chgo.
Stover Motor Car Co.. Free-
port. 111.

Lubricants.

Dearborn Drug & Chemical
Works, Chicago.

Detroit Graphite Co., Detroit,
Mich.

Galena-Signal Oil Co., Frank-
lin, Pa.

U. S. Graphite Co., Saginaw,
Mich.

Whitmore Mfg. Co., Cleve-
land, O.

Lumber.
Barnes, G. H., Hardwood

Lumber Co., St. Louis, Mo.
Beidler, Francis, & Co., Chgo.
Berthold & Jennings, St.

Louis.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co.,

Campbell, Mo.

Lumber, Asbestos.
Johns-Manville, H. W., Co-
New York.

Malleable Iron.
Beaver Dam Malleable Iron

Co.. Beaver Dam, Wis.
St. Louis Car Co., St. Louis,

Mo.

Measuring Tapes.
Lufkin Rule Co., Saginaw,

Mich.

Mechanical Draft.

Green Fuel Economizer Co.,
Matteawan, N. Y.

Meters.

Johns-Manville, H. W., Co-
New York.

Weston Electrical Instrument
Co., Newark, N. J.

January 18, 190S.

ELECTRIC RAILWAY REVIEW

An Ex-Straphanger's Views
on Pay-As-You-Enter Cars

Reprinted
from the
Chicago
Daily

News

THOSE NEWEST CARS.

Have you ridden on the new pay-as-you-
enter cars yet? They're fine. For the
last year I have had to stand up all the
way downtown, but when I got on the
car Monday morning there were plenty of
seats and cars. I think these cars are a
big success. Of course, some of those
people who have been getting on around
Van Buren street when going home from
work will kick about them. But half of
the people that get on the street cars of
the Cottage Grove line around Van Buren
street get home half of the time without
paying their fares. I know one man who
told me that he paid only about one fare
a week when going home. With this new
• system everybody will have to pay his
fare, which is no more than just. The
conductor was exceptionally polite to the
passengers. I saw him direct several pas-
sengers to seats up in the front which were
not observable from the rear. When all
the seats were filled he politely told those
desiring to get on to "take the next car,
please." Indiana avenue has been the
star line for some time, but now Cottage
Grove avenue has got them all beaten,
and beaten good,

EX-STRAPHANGER.

"Ex-Straphanger" voices the sentiments of thou-
sands of Chicago's street railway patrons -and
those, too, of patrons in every city where Pay-
As -You -Enter Cars are in operation.

Comment is unnecessary.

We license manufacturers and railways to build and use the
Pay- As-You- Enter Car, the patents on which are owned by

The Pay-As -You -Enter Car Company

DUNCAN McDONALD^^ 2 g Cortlandt Street) New York

THOS. W. CASEY

Manager

1(1

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

CLASSIFIED LIST OF ADVERTISERS-Contlnued.

Molded Goods.
Massachusetts Chemical Co.,

Walpole, Mass.
Wood, G. S., Great Northern

Bldg., Chicago.

Motor Cars, Gasoline.
Stover Motor Car Co., Free-
port, 111.

Motors, Electric.

Cleveland Armature Works,
Cleveland, O.

Fairbanks, Morse & Co., Chgo.

General Electric Co., Schenec-
tady, N. T.

National Brake & Electric Co.,
Milwaukee.

Rossiter, MacGovern & Co., 17
Battery PI., New York.

Western Electric Co., Chicago.

Westinghouse Elec. & Manu-
facturing Co., Pittsburg.

Nut Locks.
Grip Nut Co., 152 Lake St.,

Chicago.
National Lock Washer Co.,

Newark. N. J.
Railway Specialty & Supply

Co., Chicago.
St. Louis Car Co., St. Louis,

Mo.
U. S. Metal & Mfg. Co., 25

Broad St., New York.

Nuts and Bolts.
Grip Nut Co., 152 Lake St.,

Chicago.
Lorain Steel Co., Philadelphia.
National Lock Washer Co.,.

Newark. N. J.
Railway Specialty & Supply

Co., Chicago.

Oilers.

Armstrong Oiler Co., 31st and
Chestnut St., Philadelphia.

Oils — (See Lubricants).

Overhead Equipment — (See Elec-
tric Railway Supplies).

Packings.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Johns-Manville, H. W., Co.,
New York.

Power Specialty Co., Ill
Broadway, New York.

Packing, Steel Wool Journal.
Robertson, Wm., & Co., Gt.
Northern Bldg., Chicago.

Paints.

Acme White Lead & Color
Works, Detroit.

Detroit Graphite Co., Detroit.

Goheen Mfg. Co., Canton, O.

Massachusetts Chemical Co.,
Walpole, Mass.

Standard Paint Co., 100 Will-
lam St., New York.

St. Louis Surfacer & Paint
Co., St. Louis, Mo.

U. S. Graphite Co., Saginaw,
Mich.

Pay-As-You-Enter Cars.
Pay-As-You-Enter Car Co., 26
Cortlandt St., New York.

Pipe Bends and Fittings — (See
Steam Fittings).

Plumbago.
Detroit Graphite Co., Detroit,

Mich.
U. S. Graphite Co., Saginaw,

Mich.

Poles, Metal.
Creaghead Engineering Co.,

Cincinnati, O.
Electric Railway Equipment

Co., Cincinnati, O.
Electric Service Supplies Co.,

200 Plymouth Bldg., Chicago.

Poles and Ties, Wood.

Advance Lumber Co., Cleve-
land, O.

Barnes, G. H., Hardwood
Lumber Co., St. Louis, Mo.

Beidler, Francis, & Co., Chgo.

Berthold & Jennings, St. Louis.

Churchill Cedar Co., Spokane,
Wash.

Humbird Lumber Co., Sand
Point, Idaho.

Lindsley Bros. Co., Spokane,
Wash.

Naugle Pole & Tie Co., 226
La Salle St., Chicago.

Pacific Coast Pole Co., Spo-
kane, Wash.

S-E. Missouri Cypress Co.,
Campbell, Mo.

Worcester, C. H., Co., Tribune
Bldg., Chicago.

Punches — (See Ticket Punches).

Rail Benders.
Electric Service Supplies Co.,
200 Plymouth Bldg.. Chicago.
Fairbanks, Morse & Co., Chgo.

Rail Bonds — (See Bonds, Rail).

Rail Brackets.
Beaver Dam Malleable Iron
Co., Beaver Dam, Wis.

Rail Drills— (See Drills, Track).

Rail Feed Wire — (See Wire and
Cables).

Rail Joints, Welded.
Goldschmidt Thermit Co., 43

Exchange PI., New York.
Lorain Steel Co., Philadelphia.

Rails, New.
Lorain Steel Co.. Philadelphia.
New York Switch & Crossing

Co., Hoboken, N. J.
Wharton, Wm., Jr., & Co.,

Philadelphia.

Rails, Relaying.
Zelnicker, Walter A., Supply
Co., St. Louis.

Railway Equipment.
Johann, F. A., 1624 Pierce
Bldg., St. Louis.

Railway Velocipedes.
Fairbanks Morse & Co., Chgo.

Registers and Fittings — (See
Fare Registers).

Relays.

Weston Electrical Instrument
Co., Newark, N. J.

Roofing.
Johns-Manville, H. W., Co.,
New York.

Rubber Goods, Mechanical.
Wood, G. S., Great Northern
Bldg., Chicago.

Rubber Preservative.
Wood, G. S., Great Northern
Bldg., Chicago.

Sand Apparatus.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Kuhlman, The G. C, Car Co.,
Cleveland.

Marshall, R. W., & Co., 95
Liberty St.. New York.

Ohio Brass Co., Mansfield, O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co.. Springfield,
Mass.

Sash Balances and Fixtures.
National Lock Washer Co.,
Newark, N. J.

Sash Operating Devices.
Drouve, The G., Co., Bridge-
port, Conn.

Lord & Burnham. Irvington-
on-Hudson, New York.

Seats, Car— (See Car Seats).

Shade Rollers — (See Curtains,
Fixtures and Materials).

Shutters, Steel Rolling.
Kinnear Manufacturing Co.,
Columbus, O.

Signals.

Blake Signal & Manufactur-
ing Co., Boston.

Telegraph Signal Co., Roches-
ter, N. Y.

Signal Supplies.
Railway Specialty & Supply
Co., Chicago.

Skylights.

Drouve, The G., Co., Bridge-
port, Conn.

Lord & Burnham, Irving-on-
Hudson, New York.

Snow Plows, Sweepers and
Scrapers.

American Car Co., St. Louis.

Brill. The J. G., Co., Phila-
delphia.

Kalamazoo Railway Supply
Co., Kalamazoo, Mich.

Kuhlman, The G. C, Car Co.,
Cleveland.

Snow Plows, Sweepers and
Scrapers — Continued.

McGulre-Cummings Mfg. Co.,
Chicago.

Russell Car & Snow-Plow Co.,
Ridgway, Pa.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Sockets, Waterproof.

Johns-Manville, H. W., Co.,
New York.

Special Agents.
Waddell & Mahon. 1133 Broad-
way, New York.

Splicing Compounds and Mate-
rials.
Massachusetts Chemical Co.,
Walpole, Mass.

Springs.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall. R. W., & Co., 95
Liberty St., New York.

Railway Steel Spring Co., 71
Broadwav. New York.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield.
Mass.

Sprinkling Cars.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Steam Apparatus.
Green Fuel Economizer Co.,
Matteawan, N. Y.

Steam Fittings, Etc.
Crane Co., Chicago.
Davis, The John, Co., Chgo.
Simmons, John, Co., 110 Cen-
tre St., New York.
Power Specialty Co., Ill
Broadway, New York.

Steel Cars.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Steel Tapes.
Lufkin Rule Co., Saginaw,
Mich.

Stokers.

Babcock & Wilcox Co., 85 Lib-
erty St., New York.

Green Engineering Co., Com'l
Nat. Bk. Bldg., Chicago.

Model Stoker Co., Dayton, O.

Under-Feed Stoker Co. of Am.,
Chicago.

Westinghouse Machine Co.,
Pittsburg.

Storage Batteries — (See Bat-
teries).

"Strike- Breakers."

Drummond Detective Agency,
3 Ann St., New York.

Waddell & Mahon, 1133 Broad-
way, New York.

Superheaters.
Power Specialty Co., Ill
Broadway, New York.

Switches, Frogs and Crossings.
American Frog & Switch Co.,

Hamilton, O.
Barbour-Stockwell Co., Cam-

bridgeport, Mass.
Cincinnati Frog & Switch Co.,

Cincinnati, O.
Cleveland Frog & Crossing

Co., Cleveland, O.
Fairbanks, Morse & Co., Chgo.
Lorain Steel Co., Philadelphia.
Morden Frog & Crossing Co.,

Rookery, Chicago.

Switches, Frogs and Crossing* —
Continued.

New York Switch & Crossing

Co., Hoboken, N. J.
Railway Specialty & Supply

Co., Chicago.
Wharton, Wm., Jr., & Co.,

Philadelphia.

Switchboards and Switchboard
Instruments.

Anderson, A. & J. M., Mfg.
Co., Boston.

Chase-Shawmut Co., New-
buryport, Mass.

General Electric Co., Schenec-
tady, N. Y.

Western Electric Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg.

Weston Electrical Instrument
Co., Newark, N. J.

Tapes and Webbing.

Hope Webbing Co., Provi-
dence, R. I.

Johns-Manville, H. W., Co.,
New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Okonite Co., Ltd., 253 Broad-
way, New York.

Testing Instruments.

Weston Electrical Instrument
Co., Newark, N. J.

Ticket Punches.
Meyers, Fred J., Mfg. Co.,

Hamilton, O.
Woodman Mfg. & Sup. Co.,

Boston.

Tieplates.
Beaver Dam Malleable Iron
Co., Beaver Dam, Wis.

Ties and Poles, Wood — (See
Poles and Ties).

Timber.
Beidler, Francis, & Co., Chgo.
Lindsley Bros. Co., Spokane,

Wash.
S-E. Missouri Cypress Co.,

Campbell, Mo.

Track Cleaners and Scrapers.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Ohio Brass Co., Mansfield, O.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn & Dutton Co.,
Cleveland, O.

Wason Mfg. Co., Springfield,
Mass.

Track Drills — (See Drills, Track).

Tracklaying Machinery.
Holman. D. F., Ry. Tracklayer
Co., 1102 Ellsworth Bldg.,
Chicago.

Track Tools.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Trimmings, Car.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Curtain Supply Co., Park Row
Bldg., New York.

Kuhlman, The G. C, Car Co.,
Cleveland.

National Lock Washer Co.,
Newark, N. J.

St. Louis Car Co., St. Louis,
Mo.

Stephenson, John, Co., Eliza-
beth, N. J.

Wallace Supply Co., Chicago.

Wason Mfg. Co., Springfield,

Wood, G. S., Great Northern
Bldg., Chicago.

Trolley Guards.
Electric Service Supplies Co.,
200 Plymouth Bldg., Chicago.

Trolley Poles and Fittings.

General Electric Co., Schenec-
tady, N. Y.

Johns-Manville, H. W., Co.,
New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

January 18, 190S.

ELECTRIC RAILWAY REVIEW

TRADL MARK

Registered U. S. Patent Office

The Standard for Rubber Insulation

Okonite Wires, Okonite Tape, Manson Tape, Candee Weatherproof Wires

SAMPLES AND ESTIMATES ON APPLICATION

The Okonite Co., Ltd.,

WILLARD L. CANDEE, H. DDRANT CHEEVER, Managers.
GEORGE T. MANSON, Gen'l Supt. ; W. H. HODGINS, Secretary.

253 Broadway, NEW YORK

VERTICAL CROSS - COMPOUND ENGINES

Awarded Gold Medal at World's Fair, St. Louis

Made in all sizes. We also build other types
for all purposes.

A visit to our factories — which you are cor-
dially invited to make — will prove interesting.

Ask for catalog, please.

The Hooven-Owens-Rentschler Co.

HAMILTON, OHIO. V. S. A.

BRANCH OFFICES:
ATLANTA, GA., Equitable Bide BOSTON, MASS., H. E. Rundlett.
CHICAGO, ILL., Marquette Bids. CHARLOTTE, N. ('., A. H. Wa.-h-
burn. DENVER, COLO., Steams-Roger Mis. Co. LOS ANGELES,
CAL., Chas. C. Moore & Co. NEW YORK, N. Y., 3!> Cortlandt St.
PITTSBURG, PA., Machesney Bide. SAN FRANCISCO, CAL., Chas.
C. Moore & Co. SEATTLE, WASH.. Chas. C. Moore & Co. ST. LOUIS,
MO, Chemical Bldg. ST. PAUL, MINN., R. B. Whitacre & Co.

HONOLULU, S. I., Honolulu Iron Works. DALLAS, TEX., W. R.
Hayuie, Wilson Bldg. N EW ORLEANS, LA., 417 Hennen Bldg. 1

Shawmut
Soldered Railbonds

Are the Original Soldered Bonds
8 YEARS of Service Under ALL
Conditions Prove Their RE-
LIABILITY.

WHY Not Try a Proven Bond

at Least

SEND FOR OUR PROPOSITION

See Bulletin No. 29

CHASE-SHAWMUT CO.

Newburyport, Mass.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

CLASSIFIED LIST OF ADVERTISERS Continued.

Trolley Retrievers and Catchers.

Earll, C. I., Bowling Green
Bldg., New York.

Electric Service Supplies Co.,
1020-24 Filbert St., Phila.

Milloy Electric Co., Bucyrus.O.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Trolley Supply Co., Canton, O.

Trolley Wheels — (See Trolley
Poles and Fittings).

Trolley Wire — (See Wire and
Cables).

Trolleys, Track.
Cleveland Armature Works,
Cleveland, O.

Trucks, Car.

American Car Co., St. Louis.

Baldwin Locomotive Works,
Philadelphia.

Brill, The J. G., Co., Phila-
delphia.

Kuhlman, The G. C, Car Co.,
Cleveland.

McGuire-Cummings Mfg. Co.,
Chicago.

St. Louis Car Co., St. Louis.
Mo.

Standard Motor Truck Co.,
Pittsburg, Pa.

Standard Varnish Works, New
York City.

Stephenson, John, Co., Eliza-
beth, N. J.

Van Dorn & Dutton Co-
Cleveland, O.

Wason Mfg. Co., Springfield.
Mass.

Turbines.

General Electric Co., Schenec-
tady, N. Y.

Hooven-Owens-Rentschler Co..
Hamilton, O.

Westinghouse Machine Co.,
Pittsburg. Pa.

Valves— (See Steam Fittings).

Varnish.

Acme White Lead & Color
Works, Detroit.

Electric Service Supplies Co..
200 Plymouth Bldg., Chicago.

Harrison Elec. & Mfg. Co., 169
South St., New York.

Marshall, R. W., & Co., 95
Liberty St., New York.

Massachusetts Chemical Co.,
Walpole, Mass.

Milloy Electric Co., Bucyrus, O.

Nuttall, R. D., Co., Pittsburg.

Ridlon, Frank, Co., 200 Sum-
mer St., Boston.

Standard Paint Co., 100 Will-
iam St., New York.

Star Brass Works, Kalama-
zoo, Mich.

Trolley Supply Co., Canton, O.

Wallace Supply Co., Chicago.

Westinghouse Electric & Mfg.
Co., Pittsburg, Pa.

Ventilators.

Drouvg, The G., Co., Bridge-
port, Conn.

Lord & Burnham. Irvington-
on-Hudson, New York.

Vestlettes.
Bellamy Vestlette Mfg. Co.,
Cleveland, O.

Waste, Cotton and Wool.
Hagy, J. Milton, Waste Wks.,

Philadelphia, Pa.
Railway Specialty & Supply
Co., Chicago.

Water Softening Apparatus.
Dearborn Drug & Chemical

Works, Chicago.
Kennicott Water Softener Co.,
Chicago.

Wheels and Axles.

American Car Co., St. Louis.

Brill, The J. G., Co., Phila-
delphia.

Griffin Wheel Co., Chicago.

Kuhlman, The G. C, Car Co.,
Cleveland.

Lorain Steel Co., Philadelphia.

McGuire-Cummings Mfg. Co-
Chicago.

Marshall, R. W., & Co., 95
Liberty St., New York.

Railway Steel-Spring Co.,
New York.

St. Louis Car Co., St. Louis,
Mo.

St. Louis Car Wheel Co., St.
Louis.

Standard Steel Works, Phila-
delphia.

Stephenson, John, Co., Eliza-
beth, N. J.

Wason Mfg. Co., Springfield,
Mass.

Wheel Grinders.
Wheel Truing Brake Shoe Co.,
Detroit. Mich.

Window Fixtures.
Drouve, The G., Co., Bridge-
port, Conn.

Wiping Rags.
Hagy, J. Milton, Waste Wks.,
Philadelphia, Pa.

Wire, Aluminum.
Aluminum Co.
Pittsburg, Pa.

of America,

Wire, Insulated.

Aluminum Co. of America,
Pittsburg, Pa.

American Electrical Works,
Providence, R. I.

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

Stuart-Howland Co., Boston.

Wire and Cables.

Aluminum Co. of America,
Pittsburg, Pa.

American Electrical Works,
Providence, R. I.

Bridgeport Brass Co., Bridge-
port, Conn. -

General Electric Co., Schenec-
tady, N. Y.

Okonite Co., Ltd., 253 Broad-
way, New York.

Standard Underground Cable
Co., Pittsburg, Pa.

METALSTEEL" PAINT

Best Steel Protective and Rust
Preventive for all Metal Surfaces.

>TlOUI

SURFA.CER
PEC1ALTIE;

ST. LOUIS SURFACER

& PAINT COMPANY

St. Louis, U. S. A.

Fire Extinguishers
Fire Hos e Carts a nd Reels

GUILFORD S. WOOD

ELECTRIC RAILWAY

necessities Great Northern Bldg., Chicago

ARMALAC

passed out of the experimental stage
a great many years ago.

Continued and increasing use has
demonstrated it to be a permanent
and plastic insulating compound of
the highest efficiency.

Send for booklet "How to
Insulate an Armature"

Massachusetts Chemical Co., Walpole, Mass.

Operates Walpole Rather Works
and Walpole Varnish Works

f The Oasis in the Desert of Waste 99

Motor Packing Waste

No dirt or grit
All long strands and satisfaction

The J. Milton Hagy Waste Works

433 Spruce Street, Philadelphia

THE BABCOCK & WILCOX COMPANY

Babcock & Wilcox :

85 Liberty Street, New York
Stirling = A & T Horizontal

Cahall Vertical

WATER TUBE STEAM BOILERS

STEAM SUPERHEATERS

Boston, Delta Bldg.

Philadelphia, 1110-1112 North American Bldg.

San Fbancisco, 63 First Street

Pittsburgh, Farmers Deposit Nat. Bank Bldg.

New Orleans, 343 Baronne St.

Works: Bayonne, N.J. Barberton, Ohio.

BRANCH OFFICES:

Denver, 410 Seventeenth St.
Salt Laee City, 313 Atlas Block
Washington, Colorado Building
Chicago, Marquette Bldg.
Atlanta, Qa., 1132 Candler Bldg.

MECHANICAL STOKERS

Cleveland, 706 New England Bldg.
Mexico City, 7 Avenida, Juarez
Havana, Cuba, 116!4 Calle de la Habana
Los Angeles, 321 Trust Bldg.
Cincinnati, O., Traction Bldg.

January is, 1908.

ELECTRIC RAILWAY REVIEW

Double Recorder

The Security Register

is the only one, both double and
single, that comprehends the sim-
plicity of the present practice, giv-
ing an absolute and legible record
of results mechanically, and a uni-
versal identification of employes
connected with the operation of
each car, or, in other words, a
watchman's clock on every car.
We make both double and single,
giving absolutely indelible records and of unlimited
capacity and with positive identification.

Roth Universal T A /^TTC
High-Pressure Ji\V/J\0

For Street Cars, Railroads and every
purpose where Jacks are used.

The most

powerful and

economical

Jack made.

Ball-Bearing

throughout.

The One-Man

Jack.

Capacity unlimited.

The SECURITY REGISTER & MFG. CO.

For information write Gen. Office, 42 Broadway, New York

r— Take It-It's Free^i

Will you take ad-
vantage of this oppor-
tunity to learn, with-
out any expense to you,
of a Tape without
lumps or pin holes,
with the greatest in-
sulating and adhesive
qualities, and with ex-
ceptional strength and
durability? Then send
to our nearest Branch
and you will receive a

liberal sample of Jomanco Friction Tape so that
you can test it in competition with any other and
satisfy yourself of its superiority.

Write nearest branch for free sample
and booklet D-423

H. W. JOHNS-MANVILLE CO.

NEW YORK

PITTSBURG

MINNEAPOLIS

MILWAUKEE

CLEVELAND

SAN FRANCISCO

CHICAGO

BUFFALO

LOS ANGELES

BOSTON

BALTIMORE

SEATTLE

Sleet

causes no uneasiness to the
superintendent who keeps a
supply of "Nuttall" sleet
scrapers and trolley wheels
on hand. They can be ap-
plied in a minute.

// in a hurry, wire us."

ASK FOR CATALOGUE No. 10

R. D. Nuttall Company

Pittsburg, Pa.
GEARS PINIONS TROLLEYS

TUBULAR POLES

IRON OR STEEL

Electric
Raiijwa^t

Electric
Lighting Coy

^/IGjYAI^)
TELEPHOrat^

Telegraph)

Trajumixtion

Li i* e J

A It I>

Cate n a ry

^XlL/"PETST./~I O N

E t :n :e >/*

Electric RajlvayIquipmbnt&

GeaemJ Office- Cincin nati O- UifA
JV/o/J.y Reading Pa - Wheel

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

C/3

*CJD

C3 *

6fl

.January IS, 1908.

ELECTRIC RAILWAY REVIEW

U.SJetal&Mfg.Co.

25 Broad Street, New York
Pittsburg. 1509 Arrott Bldg. Chicago, 414 Railway Exchange

Columbia Lock Nuts

Columbia Lock Nut on Bolt

It is effective and indispensable on locomotives,
pitmans, wrists, king bolts, rail joints, fish plates,
piston rods, cylinder heads, steam pumps, and, in
fact, all kinds of machinery. It is also invaluable
on railroad cars, carriages, wagons, automobiles,
axles, steam pipes, flanges, etc.

SEND FOR CATALOG AND PRICE LIST

-93.3%'

REDUCTION

in the drop over a contact carrying 1,000 amperes was the
result of a recent test made in a power house of the Com-
monwealth Edison Company of Chicago, by the use of the

HAROLD BROWN ALLOYS.

Contacts amalgamated with these Alloys over ten years
ago by the Metropolitan West Side Elevated Ry. Co. of
Chicago are still as bright as when first applied.

of these Alloys that the

Plastic Rail Bond

The bond that will transmit 3,000 amperes
without the slightest injury and show but 5
per cent depreciation after eleven years' se-
vere service.

Consider these FACTS, or, better still,

TRY IT.

HAROLD P. BROWN,

120 Liberty Street,
NEW YORK.

Carbonizing Coating

preserves metal where all other paints fail.
Durability and Economy Guaranteed.

Manufactured exclusively by

The Goheen Manufacturing Co.

Canton. Ohio. U. S. A.

Dock House, Billiter Street, London, E. C, England

THE MAIN FEATURE of this coupler is its great
strength and simplicity. In fact, it makes a coup-
ling joint that is as strong as, if not stronger than,
the cars themselves. It will be noted that the head
has heavy coupling faces, and, with the great
width of the link and heavy reinforcing ribs
on the outside of the head, lateral breakage
due to curvature strains is impossible. The
heavy lock and its bearing both at the top an
bottom gives the strongest
kind of a locking device.

Ash for new catalogue
of traction devices.

Washburn Steel Castings & Coupler Co

MINNEAPOLIS, MINN.

Washburn k Type

Traction Coupler

Western Agents:

TWEEDY, HOOD & UNLKN, 2014 Fisher Bldg., Chicago

Canadian Agent: JOHN TAYLOR, Montreal

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

Making

Impressions
That Lead
To Sales

VERY few of your customers, actual
or prospective, will probably ever
see you or your plant. They will
never have that intimate personal knowl-
edge that will enable them to judge you
and your product at your actual worth
to them.

There are, however, a great many
things they will see and hear that will
influence them for or against you and
your goods. You need not fear the pos-
sible "knocks" of envious competitors,
because the motive is so apparent that
they fall of their own weight.

But it is imperative that what you
say and do be said and done in a manner
calculated to impress the customer with
the idea that doing business with your
house will be more advantageous to him
in one way or another or in many ways
than patronizing one of your compet-
itors. (Now, that's a pretty long sen-
tence, so read it again and let it sink in).

The effort you make to sell your goods
is what the customer sees and hears most
of; hence this effort is what requires a
careful attention it oftentimes does not
get. The way your salesmen talk and act,
the way your correspondence is carried
on, the manner in which your printed
advertising matter is prepared and han-
dled — all these are of prime importance,
but perhaps most important of all is your
advertising.

In advertising you have the opportu-
nity, if you will seize it, of making any
kind of an impression you desire. Your
plant may be small, yet you can so ad-
vertise as to give customers an impres-
sion of capacity equal to that of your big
competitors. Don't misunderstand —
it is not the idea that you should deceive
or misrepresent, but you can advertise in
a manner that will impress the customer
with the idea that you are capable of
handling his order as satisfactorily as
your biggest competitor, whom he prob-
ably knows far better than he knows you.
No harm is done by impressive advertis-
ing of this sort, provided you deliver the
goods.

Your advertising can be made to im-
press the possible buyer with the idea of
quality. You can make him believe, if
you go about it in the right way, that
your goods really are better than those
of your competitors — but don't try this
unless you can prove your claims.

In fact, your advertising can be made
to make many impressions and to do
many things that will help sell your
goods just as surely as you are reading
these lines. And advertising (real, of
course) will accomplish these results
at far less cost than any other method.

// you are sufficiently interested to drop
us a line, we are enough interested to
have a representative confer with you.

FlectriG Railway Review

160 Harrison Street, CHICAGO, U. S. A.

January IS, 190S.

ELECTRIC RAILWAY REVIEW

The Ventilation

of your Shops, Foundries and Car-Barns
is made especially effective by a speedy,
positive and easily manipulated

Sash Operating Apparatus

which automatically lucks the sash at any
position. Let «.■•■ send you our catalogu*

LORD & BURNHAM COMPANY

lr\ inyton-on-llud.son. N. T.

Hydraulic Pumps

\Y/E have just received from the print-
ers Catalogue No. 7 1 , describing
Hydraulic Pumps, which we are building.
This replaces our former Catalogue No.
56, and shows about 75 varieties of
pumps for obtaining pressures from 300
lbs. to 1 0,000 lbs. to the square inch.
Operated by hand, belt, steam or electric
power. It is a book of about 1 40 pages. Do you want a copy?

THE WATSON-STILLMAN CO.

26 Cortlandt Street, New York City

Branch Office, 453 The Rookery, Chicago, 111.

"Not an
Experiment"

The Providence Fender has
been in successful operation
on hundreds of roads for
1 3 years, and has proved
itself reliable under all
conditions of Street Rail-
way service.

CONSOLIDATED CAR FENDER COMPANY

Office and Factory: PROVIDFACE, R. I.

Branch Office : 110 E. Twenty-third St.. New York

European Agents : Comptoire d'Electricite, 6, Rue Boudreau. Paris, France

NOW

is the time to save money

We enable you to do this by
repairing your broken steel
motor cases at small expense

["■■"I 1' ARK prepared to undertake the repaii
I W Wj of broken steel motor cases at our Jersey
111 City Works. We are equipped with cx-
^"" eeptional facilities tor doing this work
quickly, efficiently and economically. Further-
more, all work of this nature done at these
shops will be guaranteed in every particular; in
fact, we will REFUND THE ENTIRE VALUE
OF THE MOTOR CASE in any instance where
it is shown that under regular service conditions
and within a period of one year from the time of
making the repair, our weld did not hold and that
the motor case broke again in the same place as
the original fracture.

Can we do more?

Write for full details, shipping instructions and
prices NOW, as this offer holds for only three
months from date.

Pamphlet No. 36-Q gives full information.

GOLDSCHMIDT THERMIT CO.

90 West Street, New York

432-436 Folsom Street, San Francisco

Galena-Signal
Oil Company

FRANKLIN, PA.

THEIR SPECIALTIES

STREET RAILWAY LUBRICATION ^^™

house equipment.

Same skillful expert supervision given in this service as in
steam railway service has produced very satisfactory results.
The business of our Street Railway Oepartment has increased
beyond every expectation. In 1906 this department sold
ten times the number of barrels of oil sold by the same de-
partment in 1903.

We are under contract with many of the largest street and
interurban railways of the country.

We guarantee cost per thousand miles in street railway
service when conditions warrant it.

Write to Franklin, Pennsylvania, for further particulars.

STEAM RAILWAY LUBRICATION ^grSKSH

Galena Coach, En-
gine and Car Oils for steam railway lubrication. Sibley's
Perfection Valve Oil for cylinder lubrication, and Perfection
Signal Oil for use in railway signal lanterns.

GALENA RAILWAY SAFETY OIL ^ESSibS

— cab, classification
and tail lights, and for switch and semaphore lamps. Burns
equally well with the long time as with the one-day burner;
with or without chimney as the burner requires. Is pure
water white in color; high fire test, low cold test, and
splendid gravity.

CHAS. MILLER. President

IS ELECTRIC RAILWAY REVIEW V

ol. XIX, No. 3.

Car Advfrt/s/mg — <

} i

ECLIPSE

Life Guard

Manufactured by the

ECLIPSE RAILWAY SUPPLY CO.

Eventually
Atlas Anchors

Why not now?

THE ATLAS ANCHOR CO., Cleveland, Ohio

I^^^^^^H

r * „■* M^ ft % l

ft^MiMMdfl

BALDWIN LOCOMOTIVE WORKS

BURNHAM, WILLIAMS & CO., PHILADELPHIA, PA., U. S. A.

Bmjders LOCOMOTIVES OF EVERY DESCRIPTION

Including ELECTRIC LOCOMOTIVES and

ELECTRIC TRUCKS

STANDARD STEEL WORKS,

SOLID FORGED ROLLED AND STEEL TIRED WHEELS

mounted on axles and fitted with Motor Gears for Electric Railway Si

HARRISON BUILDING
PHILADELPHIA. PA.

ELLIPTIC AND
COIL SPRINGS

PIPEFITTINGS

AND HALVES

FOR THE

HEATING AND PLUMBING TRADE

TRADE <Q^^ MARK

I eloM §IMMON§ CO.
104-110 Centre Street, new york

The Lorain Steel Company

Girder Rails and High Tee Rails
High-Grade Special Track Work

THE PENNSYLVANIA BUILDING, PHILADELPHIA, PA.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

The National Standard for Car Cur-
tains and Car Upholstery.

AGOSOTE HEADLINING

The only headlining made in one solid piece. Will not
separate, warp or blister. Waterproof and homogeneous.

THE PANTASOTE COMPANY

71 Fisher Building, Chicago, 111. 1 1 Broadway. New York

NATIONAL

Curtain Fixtures

Sash Locks Sash Balances

and Nut Locks

COMPLETE CURTAINS

The National Lock Washer Co.

NEWARK, N. J.
CHICAGO OFFICE: 4111 Monadnock Block

Your opportunities of 1907
are gone. Your opportu-
nity of 1908 is here. Use
this opportunity

to install a WESTERN ELECTRIC

A. C. GENERATOR

in your new power house.
Send for Bulletin No. 5210-C today

Another road writes as follows:

"Answering your question of recent
date. Your material is all that you
claim for it. It is a perfect lubri-
cant. The benefits derived are far
in excess of any other material that
we have used in the past. It is most
excellent."

The Whitmore Manufacturing Company

Cleveland, Ohio, U. S. A. 2

E. C. Van Valkenburgh

Promotional Advertising
for Electric Railways
2117 West I02d St.
CHICAGO

Everybody knows, in a general way, about the electric railways in
their neighborhood. This know ledge bears about the same relation to
the railways and their business as your knowledge of the dry goods or
grocery stores of your city bears to the individual bu>iness of the
various merchants in these lines.

To secure all the business possible from the territory served it is
as necessary that the patrons of an electric railway should be kept
fully informed regarding the attractive features of its service as it is
that the grocer or dry goods merchant should exploit its claim- to
public favor.

The Van Vnlk.Mihuriih Advertising Service will keep the public
fully informed regarding your road, your service and your attract inn-.

Will you let us outline a plan?

GREEN TRAVELING LINK GRATES

Labor Sa
Cheap Fue

GREEN ENGINEERING CO.

Main Office: Commercial National Bank Bldg.. Chicago, III.

Branch Offices: Pittsburgh : St. Louis : St. Paul : Louisville
General Foundry Work a Specialty

ablished 1877.

ALBERT & J. M. ANDERSON MFG. CO.,

Makers of

ELECTRICAL APPLIANCES:

SWITCHES, SWITCHBOARDS,
TIME SWITCHES, LINE MATERIAL,
COPPER CASTINGS (75^) CONDUCTIVITY.
289-293 A ST., BOSTON, MASS., U. S. A.

New York, 135 Broadway.

Age

Chicago, 175 Dearborn Street.

5n, Pettlngell-Andrews Co. San Francisco, Eccles & Smith Co

York, R. W. Marshall & Co. Atlanta, Newcomer Manry Co.
St. Louis, J. C. White. Denver, E. M. Messiter.

Toronto, Ont., H. J. Surtees.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

CLASSIFIED ADVERTISEMENTS

IUndisplayed advertisements are inserted under this heading at the uniform rate of one cent a word; minimum charge twenty-five cents.
Replies directed to this office will be forwarded when required to any address in the United States, Canada or Mexico without extra charge.
Advertisements received at the Chicago office by 9 a. m. Thursday will appear in the issue for the same week.

POSITIONS WANTED.

Position wanted by a young
man (23) of good habits; have
been connected four years with
the operating and purchasing
departments of an electric street
railway company; can give good
references. Address "No. 528,"
care of Electric Railway Review,
Chicago.

Position as chief electrician or
superintendent; 16 years' expe-
rience lighting, power and trac-
tion work, alternating and di-
rect current; graduate of well-
known school; excellent testi-
monials; disengaged. Address
"No. 529," Electric Railway Re-
view, Chicago.

Auditor, experienced in elec-
tric railway and lighting and
construction accounting, wants
position with fair-sized com-
pany. Energetic and good sys-
tematizer. Best references.
Address "No. 527," care of
Electric Railway Review, Chi-
cago.

Position by a single man, 29

years old, practical electrician
and machinist, 10 years' ex-
perience, familiar with electric
car and locomotive repairs,
power and substation practices.
Non-union man. Address "No.
630," care of Electric Railway
Review, New York, N. T.

Position of chief motorman or
instructor by a first-class com-
petent man who has had 12
years' experience in that line.
Thoroughly understands econ-
omy in regard to use of power
and care of rolling stock; fa-
miliar with quadruple equip-
ments and air brakes; highest
references. Address "Chief
Motorman," care of Electric
Railway Review, Chicago.

POSITIONS WANTED.

Graduate civil engineer, Cor-
nell University 1902, experi-
enced in field work and trade
journalism, now engaged, de-
sires work with technical jour-
nal or publicity department of
manufacturing establishment.
Address "No. 525," care of Elec-
tric Railway Review, Chicago.

Experienced and efficient englr
neer with power station experi-
ence (both planning and con-
struction, as chief engineer and
as superintendent of construc-
tion) desires position with
operating company as engineer,
assistant to manager or super-
intendent. Address "No. 515,"
care the Electric Railway Re-
view, Chicago.

Position wanted by unmarried
man (23) with a city or inter-
urban electric railway or with
electric light and power com-
pany. "Would prefer position in
engineering, erection or operat-
ing department. Technical elec-
trical graduate. Two years' ex-
perience with firm of contract-
ing engineers in drafting room,
shop work and erection work.
Familiar with the design and
erection of complete steam and
electric plants. Am at present
employed as erecting engineer
by a small concern, but wish to
make a change. Permanent
position and good chances for
advancement are of more im-
portance than the question of
salary. Best references fur-
nished as to character and
ability. Location anywhere. Ad-
dress "No. 531," care of Electric
Railway Review, Chicago.

POSITIONS WANTED.

Position wanted by first-class
engineer and machinist with 16
years' practical experience with
compound Corliss engines, Allis-
Chalmers and Westinghou.se
steam turbines, surface con-
densers, A. C. and D. C. elec-
trical apparatus. Age 35. Al
references. Address "No. 532,"
care of Electric Railway Review,
Chicago.

POSITIONS OPEN.

Salesmen with technical knowl-
edge, machinery and electrical
installation, also auditors and
accountants. Salaries $1,200 to
$6.111111. Ambitious men write us,
UAPGOODS, 305 Broadway. New
Yi-rk, or 1010 Hartford Bldg.,
Chicago.

MISCELLANEOUS WANTS.

You can sell second-handcars,
machinery and material through
advertising on this page. Ask
about the special rates. Elec-
tric Railway Review, 160 Harri-
son Street, Chicago.

BOOKS AND PUBLICATIONS.

BUSINESS OPPORTUNITIES.

WANTED— RAILWAY SPE-
CIALTIES. WE HAVE OUR
OWN MANUFACTURING AND
SELLING ORGANIZATIONS,
WITH FACILITIES FOR SELL-
ING THE RAILWAY TRADE.
WE DESIRE TO SECURE FOR
MANUFACTURE AND SALE
SOME GOOD RAILWAY SPE-
CIALTIES. ADDRESS "H. M."
CARE OF ELECTRIC RAIL-
WAY REVIEW, CHICAGO.

BOOKS AND PUBLICATIONS.

Wanted — Copy of the Electric
Railway Review of January 12,
1907, in good condition. State
price in your answer. Address
"No. 530." care of Electric
Railway Review, Chicago.

National Legislation on Inter-
state Commerce to July 1, 1906,
is fully covered in our reference
pamphlet. It contains the full
text of the act to regulate com-
merce as amended, including the
Elkfns and Hepburn acts, and
of the supplementary act relat-
ing to the testimony of wit-
nesses before the interstate
commerce commission. It also
contains the texts of the expedi-
tion act, the anti-trust act of
1890, the employers' liability act
and the safety equipment laws.
Difference in type shows the
parts expunged from, and the
parts added to, the interstate
commerce and Elkins acts by
the Hepburn act. This pamphlet
is of special value to railway
men and lawyers. Mailed pre-
paid for 25 cents in stamps or
coin. Special prices for quanti-
ties. The Wilson Company, 160
Harrison St., Chicago.

The Man The Job

-who wants a job-

-that wants a man-

can get together through the medium of a want ad in the

Electric Railway Review

The cost is small — only one cent a word per insertion,
with a minimum charge of 25 cents. Replies may come
in our care, if you like, to be forwarded without charge.

Read the advertisements on this page. If you don't see what you want, ask for it!

January IS. 1908.

ELECTRIC RAILWAY REVIEW

Our Engineers
Can Help You

ASK US

GENERAL

STORAGE BATTERY CO

Works, Boonton, N. J. Offices, IL' Broadway, N.Y.

The Fred. J. Meyers

Mfg. Co. Hamilton, 0.

Urges! Manufacturers In the World of

TICKET and CONDUCTORS'

PUNCHES

Send for catalog of "5 dif-
ferent styles of punches
with 1000 different dies.

Write for special prices.

FOR INSULATING ARMATURE
AND FIELD COILS

l — mark Almost Every Big Electric Railway
m the U. S. and Europe 11ses.it/

STANDARD VARNISH WORKS

P&B

INSULATING
VARNISHES

Possess the highest
insulative efficiency.
Meet every

Send for
Literature
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ELECTRICAL
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requirement

in electrical

work.

THE STANDARD

100 WILLIAM S

Philadelphia,

PAINT COMPANY,

T.. NEW YORK.

St. Louis. Kansas City.
Boston. New Orleans.

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INSULATING
TAPE

pays for 52
weekly issues
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Electric Railway Review

Costs less than some
and more than others
but worth more than all

Send us the names of
your friends for sample
copies, please.

Electric Railway Review

160 Harrison Street Chicago

> and 97 Liberty St., New York
Second-Hand Machinery and Equipment

ELECTRIC RAILWAY MATERIALS

FOR SALE CHEAP!

One 14x22 eight-wheel locomotive
Ten 34-foot 50,000 capacity flat cars
Two Greenleaf turntables
70 hoi cars, 40 aid 50,000 capacity
80 Good Second-hand Bridges

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F. A. JOHANN

1624 Pierce Bids., St. Louis, Mo.

ROSSITER, MACGOVERN & CO. (be.)

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The Milloy Base is unusually low, has even
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Always efficient. Particulars on request.

THE MILLOY ELECTRIC COMPANY

Bucyrus, Ohio

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

The Lindsley Brothers Company

Producers and Shippers off

ad Manufacturers of

WESTERN CEDAR POLES RED FIR CROSS ARMS

Eastern Sales Office, Monadnock Bide., CHICAGO

SPOKANE, WASHINGTON

G. H. BARNES HAKDVVOOD LUMBER CO.

Office and Yard: Main and Warren Sts.,ST. LOUIS, MO.

Ties,CarOak,Poplar,Ash,Cherry,Plain and Quartered Oak

For Sale

Cards produce results in the
Electric Railway Review

C. H. WORCESTER CO.

CEDAR POLES

PRODUCERS AND WHOLESALERS

Suite 1710 Tribune Building

CHICAGO

CHESTNyT F o L.E s

Cedar, Oak and Chestnut Ties

f MOM CUR OWN TIMBER CANOS

THE ADVANCE LUMBER CO.

CLEVELAND, OHIO

We have in our Chicago Yard avail-
able for RUSH SHIPMENTS a SE-
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NAUGLE POLE AND TIE CO.

Chicago Office, 226 La Salle Street

POLES and PILING

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We are Producers and Wholesale Dealers in Western

CEDAR POLES

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and British Columbia

WRITE US FOR DELIVERED PRICES

CHURCHILL CEDAR CO., Bo* 1409, Spokane, Wash.

Idaho Cedar Poles

PACIFIC COAST POLE CO.

SPOKANE. WASH.

FROGS and SWITCHES

Great Northern Building

THE PETER SMITH HEATER CO.

The Pioneer Manufacturers of HOT WATER HEATERS
for City and Interurban Cars.

OFFICE AND WORKS: DETROIT, MICH.

ELECTRIC BLUE PRINTING MACHINES

J. H. WAGENH0RST & CO., Youngstown, Ohio

Largest Manufacturers of Blue Printers in the World

Write fob Circular "I"

FOSTER SUPERHEATERS

PREVENT CONDENSATION IN LONG STEAM PIPES.

POWER SPECIALTY COMPANY
III Broadway, New York

Catalogs at Agencies

Baltimore, Md. Portland, Ore.

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\\ KHEK JOINT

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Highest Awards— Paris, 1000;
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Additional safety and economy in Track Maintenance has been proved
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miles in use — the extent of which is evidence of their excellence.

THE RAIL JOINT COMPANY

General Offices: 29 West 34th Street, New York City

Makers of Rail Joints for Standard and Special Rail Sections, also
Girder, Step t»r Compromise, and Insulating Rail Joints, protected by
patents in United States and Foreign Countries.

January is, 1908.

ELECTRIC RAILWAY REVIEW

Dearborn Water Purifying Reagents

Increase the efficiency and the years of service of steam boilers by keeping them in good con-
dition internally. Gallon sample of the water required for analysis before preparing treatment.

Dearborn Drug & Chemical Works

WM. H. EDGAR, FOUNDER
299 BROADWAY, NEW YORK POSTAL TELEGRAPH BLDG., CHICAGO

A Cooper Heater

'**'-"■- _ will heat eight cars satisfactorily

^J for the same cost of operating
one car with the electric heater.

| I ,. It pays for itself.

t Ask us to prove it

The Cooper Heater Co., Dayton, Ohio

ALUMINUM

Railway Feeders

kiSds a o' f Electrical Conductors

Aluminum Feeders are less than one-half the
weight of copper feeders and are of equal con-
ductivity and strength. If insulated wire or cable
is required, high grade insulation is guaranteed.

Write for prices and full information.

Aluminum Company of America

PITTSBURGH, PA.
Formerly The Pittsburgh Reduction Company

Specify the Genuine Roller, It is that Element that makes a Car Curtain a Success. Every Genuine Roller has the Name of Manufacturer

STEWART HARTSHORN

SEBlSgfiSHfgg

fjbaa^ffjfTi

■ IN SCRIPT ON LABEL-

STEWART HARTSHORN CO.

Office and Factory, E. Newark, N. J.
New York, 382 Lafayette St. Chicago, 338-344 Wabash Ave.

MORDEN FROG AND CROSSING WORKS

MANl'FACTURERS OF

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"UNION" Track Jacks, Switches, Frogs, Crossings, Rail Braces, Etc.

mmm>mM> is

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

The A rnold C ompany -

ENGINEERS- CONSTRUCTORS
ELECTRICAL — CIVIL- MECHANICAL

161 l_A.SA.l_LE STREET
CH ICASO

M. AI. Byllesby & Company

Incorporated

ENGINEERS

American Trust Bldil-. Chic

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Design, Construct and Operate

Railway. Light, Power and

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EXAMINATIONS
HEPORTS

AND

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INCORPORATED

Engineers, Contractors

ESSES"* New York, N. Y.

Principal Philippine Office: Manila, P. I.

The Roberts & Abbott Co.

E. P. ROBERTS ENGINEERS W.H.ABBOTT

Electric Railways, Light and Power

Complete Industrial Plants Water Power Development

CLEVELAND Chicago Philadelphia Baltimore

Surface, Jet and Barometric Condensers

Edwards Air Pumps Centrifugal Pumps

Water Cooling Towers

Wheeler Condenser & Engineering Company

West and Cedar Streets, New York Works, Carteret, N. J.

Mouaduock Block, Chicago, III.

Complete Plants for the Rapid
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Every Sort of Hoisting Apparatus

BROWN HOISTING MACHINERY CO. Cleveland, Ohio

STONE & WEBSTER ENGINEERING
CORPORATION

CONSTRUCTING ENGINEERS

147 MILK STREET, BOSTON

ELECTRIC RAILWAY, LIGHT & POWER PLANTS
WATER POWER DEVELOPMENTS

A. L. REGISTER & CO.

Engineers and General Contractors— Electric Railway*

112 North Broad St. PHILADELPHIA, PA. Established 1889

CENTRAL INSPECTION BUREAU

Inspection of Rails, Ties, Cars, Motors, Bridges, Bulldi-ags, Etc.

17 State Street - new York City

UIINE MATERIAL

ELECTRIC SUPPLIES FOB RAILWAYS, POWER PLANTS, ETC.
THE CREAGHEAD ENGINEERING CO., 346 Main Street, Cincinnati, Ohio

w ?o TE MODEL STOKER COMPANY D ^ N

for detailed mforroation about the best
AUTOMATIC SMOKELESS FURNACE

SPRINGS— TIRES— STEEL-TIRED WHEELS

RAILWAY STEEL-SPRING CO.

General Offices: 71 Broadway, New York

WHEEL TRUING BRAKE SHOES

Repair Crippled Wheels While Running
THE WHEEL TRUING BRAKE SHOE CO.. Detroit, Mich.

Gongs

For Street Cars

G. C. REITER, Canton, Ohio

Bells

THE CURTAIN SUPPLY CO.

CAR CURTAINS
CHICAGO, 85-93 Ohio Street 1819 Park Row Bldg., NEW YORK

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TRACKLAYING BY MACHINERY

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D. F. HOLHAN RAILWAY TRACKLAYER CO., 1102 Ellsworth Bldg., Chicago

ELECTRIC HEATERS o F f°ca^ clases
New York Consolidated Car-Heating Co. Chicago

SHIMER & CHASE CO.

Experienced Promotors of Electrical Railway Projects

Correspondence Solicited OMAHA. NEB.

GEARS AND PINIONS

THE VAN DORN £ DUTTON CO., Clev

RE-ENFORCED SPOKE WHEELS

For City and Suburban Cars
ST. LOUIS CAR WHEEL CO., St. Louis, Mo.

HART =---- CAR
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RODGER BALLAST CAR CO., Railway Exchange, CHICAGO

HEINE SAFETY BOILER CO.

January IS, 1908.

ELECTRIC RAILWAY REVIEW

■!.-,

FOR SALE. FOR QUICK DELIVERY

6 55-ft. Passenger, Baggage
and Smoking Car Bodies

Main Compartment 26' 0"

Smoking " 10' 6"

Baggage " 10' 0"

Seating Capacity, 54

8 60-ft. Passenger, Baggage
and Smoking Car Bodies

Main Compartment 28' 6"

Smoking " 11" 0"

Baggage " 8' 0"

Seating Capacity, 58

5 52 -ft. Passenger and
Smoking Car Bodies -

Seating Capacity, 60

Double
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3 52 -ft. Passenger and
Baggage Car Bodies -E„°d uble

Seating Capacity, 56

2 50-ft. Express Car Bodies

Write or wire us for further information.

The Jewett Car Co,

Newark
Ohio

HIKS? 1 "* HOT WATER. CAR HEATER

Adapted for Large Electric Cars and Long Distance Lines. Exclusively used on Largest Electric Systems. Ask for Catalog

THE WILLIAM C. BAKER HEATING & SUPPLY CO., 143 •jftwff™"

NILES CARS

(The Electric Pullmans)

LARGE, FAST INTERURBANS
OUR SPECIALTY

Niles Car & Mfg. Co.

Works: NILES, OHIO

Sales Office : J. A. HANNA CO.
312 Electric Kldg., Cleveland, Ohio

CAR BODIES

Of All Types

TRUCKS

To Suit

CINCINNATI
CAR COMPANY

CINCINNATI, OHIO

STANDARD SEMI-CONVERTIBLE — For Use All the Year

ELECTRIC RAILWAY REVIEW

Vol. XIX. No.

How to Paint
Canvas Car Roofs

Let us send you simple direc-
tions for waterproofing canvas.
Economical and durable.

Detroit Graphite Company

DETROIT, MICH.

Dept. S.

ROLLING DOORS

In Steel, Wood or Bronze

FOR CAR BARNS; FREIGHT SHEDS, ETC.

Made by the

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New York Office: 3 W. 29th Street

ESTABLISHED 1876 Incorporated 1903

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CO L-U MB US. OHIO.
BOSTON CHICAGO PHILADELPHIA

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THE T. H. SYMINGTON CO.

CHICAGO

ILL.

FlectriG Railway Review

PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO

Enteral as second-clasa matter January 5. 190V, at the postofflce at Chicago, 111., under the act of March 8, 18J9.

iSS^rsgSSftSgS n;,¥ x Chicago, January is, m

1529 Williamson BldK., Cleveland ™°' °

Snbscri] Domestic ... $2

Kc.r.-ik-n .

Canada . . . $3.50

In a letter to the Electric Railway Review, which is published
in this issue. Commissioner James S. Harlan of the interstate

commerce commission makes plain the atti-
Electric Roads tude of that body with respect to electric

Under Federal railways. The Hepburn act makes no dis-

Jurisdiction. tinction between roads which rely upon

electricity for their motive power and
steam roads; and the commission has adopted this attitude in
its informal correspondence concerning electric railways. Mr.
Harlan gives further expression to the statement in the annual
report of the commission, which has just been made to con-
gress, that "according to the test of location of the physical
property, not more than 20 per cent" of the electric urban
and interurban lines comes within the jurisdiction of the
commission. This statement is not clear, but Mr. Harlan ex-
plains that 20 per cent of the entire mileage is regarded as
under the commission's jurisdiction. As this is a rough esti-
mate, the figures are open to question. As the position of
the commission will undoubtedly be that the Hepburn act
applies in all its phases to electric railways engaged in inter-
state commerce, it is apparent that if the present designs of
the commission are carried out the same strict supervision
over accounting methods and rates that is exercised with
steam railways will in time be extended also to electric rail-
ways. Mr, Harlan's communication is one of the foremost
authoritative expressions which has been issued concerning
the attitude of this most important of public commissions
toward electric railways.

In accordance with a resolution passed at the Atlantic City
convention of the American Street and Interurban Railway
Association, the committee on organization
Transportation has issued a call for a meeting to arrange
Association for a fourth affiliated association to be

to be Formed. devoted to the operating and traffic depart-

ments of street and interurban railway
properties. This action is probably the most important step
taken by the association since the reorganization of the Street
Railway Association in 1905. As previously stated in these
columns, the object is to bring together the managers, super-
intendents, traffic managers and advertising managers for the
consideration of purely operating and traffic questions, and to
turn over to the new association all of the general convention
and committee work heretofore handled by the American asso-
ciation, which should go to such an affiliated association.
This will relieve the presidents, general managers and other
executive officials, who it is desirable should be most active
in the work of the parent association, of the consideration of
details with which they are not especially familiar, leaving
them free to take up general questions relating to national,
state and municipal legislation, and questions of broad gen-
eral policy, such as public relations, municipal ownership and
depreciation. The natural result will be that most of the
convention work of the American association in the future
will be done in executive session, while the consideration of
details properly relating to the operating department will
be placed in the hands of those whose daily experience is with
those details. And it may be expected that the discussions

al future conventions on many operating subjects which have
been too much neglected heretofore will be fuller and freer.

The Metropolitan West Side Elevated Railway Company of
Chicago has just equipped for operation some new motor cars

for elevated service. The wiring details of
Valves and these cars are especially well carried out

Governors with a view to the prevention of electrical

Under Seats. troubles and the localizing of any faults

that might develop. One of the special fea-
tures of the electrical equipment arrangement is that of utiliz-
ing the space under the seats for several of the controlling
valves and governors. Each of these cars has in its floor
construction a Vs-inch steel plate completely covering the under
side of the car. Above this plate is an insulating filler of
asbestos wool and above this is the wooden floor. To provide
for ready access the air compressor governor, motor cut-out,
triple valve, feed valve and auxiliary storage battery charg-
ing switch are each one placed under a seat cushion. On
the deck rail above these seats are lettered in gold initials
which will show a motorman the proper location of each of
these pieces of apparatus, thus relieving him from the neces-
sity of removing the cushions of the various seats until he
finds the particular switch for which he may be looking.
There is another desirable feature in connection with utiliz-
ing the under-the-seat space for these valves and switches. It
is that an electric heater may be confined within the same
space under the seat and thereby serve in a large measure
to prevent any possibility of the sluggish action of the device
on account of cold weather affecting either oil or condensation
that may be in the moving parts.

An unusual condition exists in Detroit which is unlike that
in any other large city in the country and which makes the
adoption of the T-rail for street railway
Use of use of more than ordinary importance. The

T-Rail in soil is of an unstable character, which

Detroit. makes it impossible to construct at reason-

able cost a rigid subgrade such as is neces-
sary to the satisfactory employment of the grooved girder
rail where the paving material is laid flush with the head of
the rail. The soil, a blue clay of a plastic nature, will not
hold even a carefully constructed concrete bed in place
through several years of heavy traffic and alternate freezing
and thawing, so that where the grooved girder rail is used
the paving after short use usually requires frequent repairs
because of the slight lateral motion of the rail, which it is
impossible to correct. With a view to lessening this difficulty
the Detroit United Railway Company has determined upon
the adoption of the Trail on one of its principal lines. The
change in the type of rail promises to reduce the maintenance
cost for the railway company and also to remove what has
been considered a nuisance by the public, an unnecessary
amount of noise from the cars. The grooved girder rail has
always given an unusual amount of trouble by collecting and
holding dirt, sweepings, snow and ice. which results in an

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

uneven rail surface, but which it is believed will not be
present at all with the T-rail. The defect has been noted in
many places where the girder rail is used, but so far little
general attention has been attracted to it and the generally
accepted and traditionary advantages of the girder rail have
many times weighed heavily against the more logical practice
of using the T-rail.

The Indiana Union Traction Company and those of its officials
and employes who have to do with the construction, mainte-
nance and repair of rolling stock are to be
Indiana congratulated. This company has in excel-

Union Trac- lent working condition a purely interurban

tion Shops. repair shop of the highest type. We offer

our congratulations because we believe that
no other interurban railway system has yet been favored with
such complete repair facilities. The new shops are well lo-
cated at Anderson, Ind., the junction point of several of the
Indiana Union Traction Company's important lines. This loca-
tion was also thought desirable because the shop buildings
could be built within a stone's throw of the large central
generating station for the Union Traction Company's power
transmission network. We feel certain that the benefits from
this centralization will be realized in both shop and power
station costs; the shops will have available a most economical
supply of heat and power; -the generating station will have
handy a fully equipped repair shop which can handle any and
all of its emergency repair work. The general offices of
the Indiana Union Traction Company are also in Anderson,
so that it may safely be said that this town is the heart of
the great interurban system which has been such a magnifi-
cent example and model for interurban construction the world
over.

A RESULT FROM NON-STANDARD DUMPER HEIGHTS.

An appellate division of the supreme court of New York
recently rendered a decision with regard to the height of car
bumpers, which should be of particular interest to roads
operating both local and interurban cars over the same tracks.
The court was called upon to decide whether or not a railroad
company was furnishing suitable cars when its equipments
were so constructed that in case of collision the bumper of
one car would not strike that of another and would break or
demolish the vestibule of one of the cars.

The court held that it was a fair question for the jury
whether the defendant was not negligent in furnishing its
employes cars so constructed. The conclusion of the jury-
was that the railroad company was negligent in furnishing
cars having such a variation in the height of bumpers and
that such negligence had been the cause of the death of the
motorman, on account of which the electric railroad had been
sued lor damages.

The accident occurred at a siding where a local car was
supposed to await the passage of a large interurban car.
The interurban car, however, arrived, at the switch before
the local car and stood partly covering the point of the
switch, so that it obstructed the passage of the local car onto
the sidetrack. The result was a head-on collision of the
cars, causing the death of the motorman on the local car.
The court did not hold the company liable for negligence in
its servants placing the interurban car so that the local car
would not clear it — this was the act of a fellow servant. But
the question submitted to the jury tended to show negligence
of the railroad company in the manner in which the bumpers
of the two colliding cars were placed with reference to each
other.

The bumper of the interurban car was built around the
ends of the car sills and was constructed of oak timber, 6 by 8
inches in section, bound in heavy iron. The bumper of the
local car was not so strongly built and did not stand so high

above the rails. In case the cars were pushed against each
other the bumpers would not meet; but that of the interur-
ban car, on account of its greater height, would lap over the
bumper of the local car and strike against the vestibule.
This was the existing condition at the time of the collision
and the bumper of the interurban car passed entirely over
that of the local car. It broke through and crushed the vesti-
bule and the controller at which the motorman was stationed.
The interurban car was not damaged.

A lesson in this regrettable case is that particular atten-
tion should, in the future, be given the standardizing of
bumper and coupler heights, as well as to other parts of roll-
ing stock equipments which must be renewed on account of
wear.

DENIAL OF TRAFFIC ARRANGEMENT WITH STEAM
ROADS.

The denial by the interstate commerce commission of the
petition of the Chicago & Milwaukee Electric Railroad for
through routes and joint rates with the Illinois Central Rail-
road and its subsidiary does not settle the question of the
right of electric roads to secure joint arrangements with
steam railways. The decision, however, is unfortunate be-
cause, unless the position of the commission shall be amended
in this case or a more favorable position indicated in a deci-
sion affecting another electric road, the ruling will discourage
electric railways in their efforts to make traffic arrangements
with steam roads. An abstract of the decision of the com-
mission was published in the issue of the Electric Railway
Review for January 4, page 24.

It will be understood that the Chicago & Milwaukee Elec-
tric Railroad runs within a short distance of and parallel to
the Chicago & Northwestern Railway and the Chicago Mil-
waukee & St. Paul Railway. The evidence makes it plain
that these two steam railways influenced the Illinois Central
road to withdraw traffic arrangements with the Chicago &
Milwaukee Electric Railroad for the hauling of cabbages in
carlots. The Chicago & Northwestern Railway, in interven-
ing in the hearing before the commission, took the position
that the territory was adequately served by the existing steam
roads. Concerning the adequacy of the steam railway service
there was marked disagreement in the evidence. Officials of
the Chicago & Milwaukee Electric Railroad claimed that the
service afforded by the steam railroads was not adequate;
officials of both of the steam railways testified that they fur-
nished all the facilities which were required. Outside of this
evidence the only testimony which was given on this point
appears to have been that of William J. Hansche and August
J. Piper, large shippers of cabbages, who were introduced as
witnesses by the Chicago & Milwaukee Electric road. These
shippers complained of the steam railway service and charged
that the roads did not provide the proper equipment when
requested and did not route the cars as asked. Mr. Hansche,
who testified more at length than Mr. Piper, said that if he
desired to ship to points in Texas he was often compelled
by the Chicago & Northwestern road to ship via Omaha
instead of by way of Chicago. He also declared that when
he had cabbages loaded, for instance, in Illinois Central refrig-
erator cars and wanted to ship them to Omaha, the Chicago &
Northwestern line would not permit him to do so for the
reason that Omaha is a competing point.

The decision of the interstate commerce commission ap-
pears to have been based largely on that clause of Section
15 of the Hepburn act which provides that the commission
may establish through routes and joint rates, "provided no
reasonable or satisfactory through route exists." The con-
tention of counsel for the electric road was that this clause
meant that the commission might establish such routes
and rates, provided no reasonable or satisfactory through
route exists for the carrier which files a complaint; but the

January IS, 1908.

ELECTRIC RAILWAY REVIEW

commission Interprets this clause as assuming that the proviso
applies to the existence of reasonable or satisfactory through
routes so far as the neighborhood for which the through
routes and rates are desired is concerned. If the neighbor-
hood already had satisfactory through routes and rates, the
commission, in accordance with its ruling, would afford no
relief to an existing or a new carrier which desired to offer
the same facilities as its competitors.

Application for a rehearing will be made by the Chicago
& Milwaukee Electric road, and it is desirable that complete
evidence be introduced on the subject of the adequacy of the
service afforded by the two steam roads. The question of
joint arrangements between an electric road and a steam
railway where the issue of the adequacy of steam railway
service cannot be raised, is before the commission on the
petition of the Cedar Rapids & Iowa City Railway of Cedar
Rapids, la., for through routes and joint rates with the Chicago
& Northwestern Railway. This electric road extends through
a territory which is not served by any steam railway.

TWO-CENT STEAM RAILWAY FARES.

Elsewhere in this issue we publish letters from officials
of a number of interurban electric railways concerning the
effect of 2-cents-per-mile passenger fare laws upon their
traffic. In states from which expressions of opinion and in-
formation on this subject were requested by us the reduced
passenger fare laws imposed upon steam railways have gone
into effect.

These letters show that in many instances reductions in
steam railway fares have not caused perceptible declines in
traffic and earnings of electric railways; but in numerous
other cases the effect of cheaper rates and resultant changes
in schedules on steam roads has been felt more or less
sharply. One interurban road which parallels a steam rail-
way charges 2 cents a mile for single-trip tickets, 1% cents
per mile for round-trip tickets and 1% cents per mile for
mileage books; but even with these rates this road feels the
competition of the steam railway. That the existence of this
competition is realized by the electric road is due to the fact
that while the steam railway, prior to the adoption of 2-cent
fares, did not stop its trains at points between the two
terminals of the competing electric road, it now stops all
trains at the intervening stations.

It seems assured that steam railways will not find it per-
manently profitable to make all the stops required to furnish
a local service approaching the desirable service of competing
electric railways. Many interurban roads withstood for years
the severest competition which steam railways brought to.
bear. The construction of electric roads which offered fares
Hi two rents per mile or less was frequently met at the outset
by corresponding or lower rates by steam roads; still the elec-
tric railways secured and held the business because of ad-
vantages which the steam railways could not offer — fre-
quency of service, freedom from smoke, dust and cinders, and
accessibility of terminals. With these factors interurban elec-
tric railways have permanent claims upon public patronage.

Electric railways which have experienced losses on ac-
count of the narrower margin between their rates and those
of competing steam lines may find that litigation started by
the. steam railways will result in decisions by the courts that
2-cent fare laws are unconstitutional. While the question is
being tested in the courts electric roads which parallel steam
roads should lay more stress than ever before on the posses-
sion of advantages which it is impossible for the steam roads
to afford.

It seems inevitable that the obliteration of the margin
between the fares of the two classes of roads will work some
hardship. If electric railways lose in density of traffic, the
natural result will be curtailment of service. The proper
tendency of fares should be upward rather than to a lower

level and it will be unfortunate if electric railways, already
offering reduced rates, should experience now a decline in
density of passenger traffic.

MEETING CALLED TO FORM TRANSPORTATION ASSO-
CIATION.

The committee on organization of the American Street
and Interurban Railway Association, acting in accordance
with a resolution passed at the Atlantic City convention, on
January 14 issued a circular letter to general managers an-
nouncing a meeting of representatives of member companies
to be held in New York on January 30, to organize a fourth
affiliated association, for the operating and transporation
departments. The letter reads as follows:

At the Friday (October IS, 1907) session of the Atlantic
City convention, the American Street and Interurban Railway
Association unanimously adopted the following resolution :

"Whereas, Experience has demonstrated the desirability
and usefulness of our existing affiliated organizations, and

"Whereas, It has appeared from discussion that another
organization of similar character should be created, to which
should be committed lines of work pertaining to transporta-
tion, traffic and general operation. Now, therefore, be it

"Resolved, That the executive committee be and hereby
is requested to take such steps as it may deem desirable to
encourage the formation of such an organization."

The executive committee of the American Association at
its meeting held in the city of New York, Saturday, October
19, 1907, voted to proceed with the organization of a fourth
affiliated association in accordance with the above resolution,
and the undersigned committee on organization was appointed.

The committee has given careful consideration to this
entire matter and is of the opinion that the new association
should bring together general managers, managers, passenger
agents, advertising managers, superintendents and other oper-
ating officials, for the consideration of problems of interest
to those engaged in the actual operation of street and inter-
urban railway properties. The exact name of the new associa-
tion will be determined at the organization meeting.

The annual meeting of the executive committee of the
American association will be held on Friday, January 31, and
it is the desire of the undersigned to have the organization
of the new association completed, so that the action thus
taken may be ratified at that meeting; including the adoption
of the constitution and by-laws, the election of officers, the
appointment of committees, and the general outline of the
program for the 190S convention.

We, therefore, give notice that a meeting for the purpose
of organizing a fourth association to be affiliated with the
American Street and Interurban Railway Association will be
held at the office of the association, 29 West Thirty-ninth
street. Engineering Societies building, New York City, on
Thursday, January 30, 1908, at 10 o'clock in the forenoon. You
are respectfully urged to have one or more representatives
of your company present at this meeting, fully authorized
to participate in the organization of such a fourth affiliated
association.

This is a very important meeting and a full attendance
of representatives of member companies of the American
association is earnestly requested.

CALVIN G. GOODRICH (Chairman).
W. CARYL ELY.
JAMES F. SHAW.

Committee on Organization.

Secretary Swenson's office has just issued the annual
report of the Engineering association meetings held at Atlantic
City on October 14, 15 and It!. 1907. This issue of the Ameri-
can Street and Interurban Railway Engineering Association
annual exceeds its predecessors in the value of its contents
and in the manner in which the vast amount of valuable
matter has been compiled in book form. An excellent portrait
of President H. H. Adams, superintendent of shops United
Railways & Electric Company, Baltimore, Md.. appears as the
frontispiece. Included in the reports of the "Standardization"
committee are double-page inserts on firm paper bearing the
accepted standards for electric railway equipment. A useful
addition to this year's Engineering association annual is a
summary index of previous reports detailing the references to
imp6rtant events and papers of earlier conventions.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

January IS, 190S.

ELECTRIC RAILWAY REVIEW

ANDERSON SHOPS OF THE INDIANA UNION TRACTION
COMPANY.

my >;. i. TAYLoit, si !-ki:imi:n[h:m <>i muthk I'hwki:.

In a former issue of the Electric Railway Review plans
were shown of the Dew shops of the Indiana Union Traction
Company. These shops have just been completed and it is

system and as the company owned the property adjacent to
the power house it was decided to locate the shops al this
point.

The site selected was of triangular shape, of ample size
tor the shops, storage yards and tracks necessary to serve
the shop requirements, with ample provisions for future ex-
tensions. It will be observed from the accompanying plan
thai the general outline includes a building practically under

Anderson Shops Indiana Union Traction Company — North and West Elevation.

now possible to present some interesting features of their
construction.

The lines of the Indiana Union Traction Company com-
prise a group of divisions in Indiana:

Indianapolis via Marion to Wabash, Ind.

Indianapolis via Anderson to Muncie, Ind.

Indianapolis via Kokomo to Peru. Ind.

Indianapolis via Peru to Ft. Wayne. Ind.

Muncie via Hartford City to Bluffton, Ind.

one roof, but subdivided into various departments so as to
form a series of adjoining buildings designed for various pur-
poses. The buildings cover an area of 76,920 square feet.

Track Arrangement.

It will be noted on the plan that the track arrangement
provides a combination of stub and through tracks in the
various departments of the shop, each shop department being

Anderson Shops Indiana Union Traction Company — South End. Exterior.

Muncie via Winchester to Union City, Ind.
Anderson to Middletown.

Connecting lines from Alexandria via Elwood to Tipton.
Ind.

This company also operates the city lines of Anderson.
Muncie, Marion, Elwood. Alexandria and Indianapolis to Broad
Ripple. This group of divisions includes a system of 314
miles of interurban track and 47 miles of city track, making
a total mileage of 361. The total number of cars owned is 351.

The main power house of the company is located at North
Anderson. This is very nearly the geographical center of the

provided with one or more through tracks. At the north end
of the shop is a ladder track with necessary switches for the
18 tracks entering the building. Thirteen of the tracks are
stub tracks and five are through tracks. On the west side
of the building is the main line double track of the Anderson
and Wabash division. The north end ladder track is con-
nected to this by two curves and a crossover, making it possi-
ble for a car to enter or leave the yard on either track headed
in either direction.

The north end ladder track being located 102 feet from
the building allows the longest interurban cars to be entirely

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

squared around, entering the buildings parallel with the track.
The north end ladder track at the east end curves into a
ladder track. Running diagonally along the east side of the
property into this diagonal ladder track are the switches con-
necting all the through tracks in the shops and also the
switches for the storage tracks in the yard. Continuing, this
diagonal track joins the southbound track of the Anderson and
Wabash division at a point 400 feet south of the south end
of the building. This arrangement of tracks permits a car to
enter or leave the yards either at the north or south end of
the buildings and has proved very' flexible and convenient.
The special track work was furnished by the Buda Foundry
& Manufacturing Company.

Car Repair Shop.
The car repair shop occupies a section of a room 140 feet
6 inches by 192 feet 6 inches. In this room are located the
car repair shop, armature room, machine shop and blacksmith
shop.

The car repair section is 60 feet by 192 feet 6 inches
and has 12 tracks, the tracks in this section extending through
the car repair shop, the "truck aisle" and into the machine
shop. Each track in the car repair shop has a pit 67 feet
long, 3 feet 11 inches wide and 4 feet 6 inches deep, provision
being made for drainage at one end. The walls and floors
of the pits are of concrete. The walls are 18 inches at the
bottom and 12 inches at the top and reinforced by %-inch
rods. The walls are capped by 10 by 12 inch pine stringers,
held by anchor bolts embedded in the concrete. To these
stringers are attached 60-pound rails. The pits on one side
are recessed at intervals of 6 feet 8
inches for pit lights: on the oppo-
site wall 4 by 4 inch oak strips 10
feet apart are embedded, to which
are attached the heating coils. At
each end of the pits are located iron
steps. The floor of the car repair
shops between pits is depressed 18
inches below the rail to facilitate
work on car trucks. Provision also
is made for the drainage of this
depression at one end and concrete
steps are provided at each end of
the depression.

In the car repair shop section
the roof trusses have been designed
to safely sustain the weight of the
largest interurban car body and the
cars are raised off their trucks by
two electric hoists which travel on
12-inch I-beams supported on the

lower chord of the roof trusses. One of the photographs
shows an interurban car raised high enough so that the trucks
may be rolled out clear
of the pilot. Four of
these electric hoists are
provided and electric
traveling bridges travel-
ing at right angles to
the car repair shop
tracks serve to transfer
the electric hoists to
any of the 12 tracks. //M,

January 18, 1908.

ELECTRIC RAILWAY REVIEW

Anderson Shops Indiana Union Traction Company — Truck
Aisle with Traveling Cranes.

Anderson Shops Indiana Union Traction Company — Depressed
Track Through Storeroom.

Anderson Shops Indiana Union Traction Company-Paint Shop with Three Through Tracks, a Concrete Floor and a Generous

Window Illumination.

7ii

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

These electric hoists in connection with the bridges are also
used as traveling cranes to do any work in the "truck aisle"

H^™

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a pugg

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SOD

after the trucks have been removed from the cars. This
•design provides a very convenient and flexible arrangement.

permitting the use of the hoists on any of tin- 12 tracks or
anywhere in the truck aisle with a range of movement of
2,016 lineal feet.

Truck Repair Aisle.

The truck repair aisle, 16 feet by 192 feet 6 inches, as
already indicated, is adjacent to and at right angles with the
repair shop section. When trucks are removed from cars
they may be repaired in this aisle, which is served by three
5-ton 16-foot span traveling cranes, or they may be rolled out
in the shop still further and come under the 15-ton traveling
crane which covers the machine shop, armature room and
blacksmith shop.

Machine Shop.

The section occupied by the machine shop, blacksmith
shop and armature room is 60 feet by 192 feet 6 inches. In
this section there are three separate sections of motor-driven
line shafts arranged along two walls just under the traveling
crane girder. As many of the tools as may be arranged are
driven from these line shafts and the balance of the machine
tools by individual motors.

The machine tool equipment consists of:

One 32 by 32 by 120 inch heavy Cincinnati planer, 12
horsepower motor.

One 36-inch by 10-foot Bradford lathe, belted.

One 24-inch by S-foot Bradford lathe, belted.

One 14 by 6 inch Lodge & Shipley lathe, belted.

One 24-inch Cincinnati shaper. belted.

One 42-inch Xiles wheel lathe, 12-horsepower. motor-
driven.

One 200 Xiles wheel press, belted.

One 36-inch Xiles boring mill, belted.

One 24-inch Cincinnati drill, belted.

One 20-inch Cincinnati drill, belted.

One Barr sensitive drill, belted.

One Barnes sensitive drill, belted.

One 2%-inch Acme bolt cutter, belted.

One power metal saw, belted.

One power hack saw, belted.

One coil taping machine,, belted.

One field taping machine, belted.

One banding machine, belted.
• One Beaudry power hammer, belted.

One exhaust fan, belted.

One blower, belted.

Four Buffalo down draft forges, belted.

One 15-ton traveling crane.

Three 5-ton traveling cranes which were furnished by the
Genera! Pneumatic Tool Company. Montour Falls, X. Y.

The arrangement of several departments in one room
under the range of traveling cranes has proved very satis-
Eactory, as any part of an equipment may be readily trans-
ferred to any department or to any of the tools of any depart-
ment at the minimum cost.

In a separate room. 16 by 80 feet, is provided a con-
venience room for the employes of the main shop. This
includes toilet facilities, washstands. shower baths and steel
lockers.

Cleaning and Inspection Room.

This room is 60 by 70 feet in floor area and has three
tracks. Two of the tracks have pits 60 feet long, of the same
general dimensions and description as the pits in the car
repair shop, with the exception that the rails in this room are
laid directly on the concrete walls of the pits. This room was
especially arranged for the cleaning and sterilizing of inter-
urban cars and the care of the Anderson city cars. There is
an installation of a combined air pressure and vacuum clean-
ing device for cleaning the interior of cars, seats and cushions
and for washing the exterior of cars. This installation was
supplied by the General Compressed Air & Vacuum Machinery
Company, St. Louis, Mo.

Woodworking or Mill Room.

The wood mill is 60 feet by 103 feet 6 inches and has a
through track on one side from which lumber may be handled
directly from the company's own cars or from steam railroad
cars. The arrangement of woodworking tools has been care-

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

fully laid out so that timbers of the longest dimensions may
be handled on any of the machines without interference. In
this room the following machines have been installed:

One 8 by 24 inch 4-cylinder surfacer.

One 4 by 8 inch molding machine.

One 2-spindle shaper

One 4-head tenoner.

One combined mortising and boring machine.

One combined jig saw and single-spindle shaper.

One brand saw.

storeroom. A loading platform also is arranged to facilitate
the delivery of material to the storeroom by team.

Car Construction Shop.

This shop is 54 by 260 feet and has three through tracks,
which pass directly from this shop to the paint shop in the
same bay. This shop is arranged to accommodate 12 of the
largest interurban cars.

The paint shop is 221 by 54 feet and has three tracks. It

U • —

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Dcm/L -/?/vchok Sol r Dem/i -fff/jr 0a 5tk/p
Anderson Shops Indiana Union Traction Company — Details of Repair Pits.

Secr/o/v A3-

One cross-cut saw.
One rip saw.

One universal woodworker.
One wood lathe.
One automatic knife grinder.

These machines are driven by Westinghouse induction
motor.

Storeroom.

The storeroom is divided into two rooms. One room, 80
feet by 96 feet 6 inches, where general supplies are stored,

is separated from the car construction shop by a brick fire
wall, the openings being fitted with three self-closing Kinnear
rolling doors. Special attention has been given to the light-
ing of the paint shop, light being admitted from both sides and
by saw-tooth monitors to the middle track. The interiors of
all shops have been painted white, giving the benefit of the
reflective effect of whited walls.

A separate brick building, 15 by 60 feet, has been provided
for the storage of inflammable fluids, the oil and paint storage

Anderson Shops Indiana Union Traction Company — Details of Repair Pits.

has a mezzanine gallery around its four sides for the storage
of lighter material. This room is located adjacent to the car
repair room and supplies are issued through one door on
requisition only. The other storeroom, 81 feet 6 inches by 60
feet, is adjacent to the main storeroom and is intended for
the storage of heavy material, such as track and line material.
A through track, depressed so that the floors of loaded cars
are level with the storeroom floors, passes through this build-
ing and supplies may be handled from this track to either

rooms being separated by a solid fire wall. It is planned to
transfer journal and motor oil from the oil house to the car
repair shop by air pressure, so that oil may be tapped from
faucets located in the car repair shops.

Brass Foundry and Sandhouse.

In a building separate from the main building is located
the brass foundry and babbitt room, tinsmith shop and sand-
house. The brass foundry has two furnaces and a full equip-

January IS, 1908.

ELECTRIC RAILWAY REVIEW

ment of brass foundry tools. The sandhouse is located with
one through track on the west side and one stub track on the

necessarily accumulate around a shop. Over this cast-iron
pipe is placed a sand hopper which holds 2u yards of wet

Anderson Shops Indiana Union Traction Company — Car Repair Shops, Showing Car Body Being Raised by Two Electric Hoists.

east side, so that the wet sand may be handled from freight or
work cars and dry sand furnished to the cars conveniently.
The scheme of drying sand is very simple and inexpensive. A
20-inch cast-iron pipe is arranged as a rubbish furnace for the
purpose of burning up all refuse, chips and rubbish which

sand. The refuse is fired in the inside of the cast-iron pipe
and the sand is dried by the heat thus generated.

At the northwest corner of the buildings a second story,
54 by 64 feet, provides accommodation for six office rooms and
an instruction room. The roof of this second story is of orna-

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

mental tile, which adds to the architectural appearance of
the buildings. The offices are occupied by the superintendent
of power, division electrician, superintendent of motive power
and master mechanic. The instruction room will be fitted
with samples of the equipment used on the system, necessary
charts, drawings, etc., for the proper instruction of trainmen
regarding the important parts of an equipment handled by
them in service.

Heating System.

The shops are heated by the Evans-Almirall system of
hot-water heating. This system employs a forced circulation
of hot water. The apparatus consists of a 20-horsepower in-
duction motor directly connected to a centrifugal pump, a live
steam heater and the pipe coils in the various buildings. The
suction of the pump is connected to the return side of the
system and the discharge of the pump to the pressure side.
The reheater is connected on the circuit on the pressure side
of the system. The pump and reheater are located in the

pendent system of fire protection. The shops have been sur-
rounded by a 6-inch water main with two and three way
hydrants located at convenient points outside the building and
a sufficient number of hose connections located in the various
departments of the shops. Hydrants and hose connections
are each furnished with a line of fire hose. Pressure is sup-
plied by an underwriters' fire pump located in the power house.
The design and construction of the shops were under the
general supervision of H. A. Nicholl, general manager of the
Indiana Union Traction Company, and carried out in detail by
W. C. Sparks, superintendent of roadway and buildings, and
R. C. Taylor, superintendent of motive power.

CLEARANCE CHART FOR INTERURBAN CARS.

A clearance table and explanatory diagram from which the
accompanying illustration was prepared were used during the
construction of the Ocean Shore Railway. This interesting

Rj = 97.25 „
R 2 = 82.75 //

/?// measurements /n fee?

Ins/c?e 7rocK

Oc/fs7c7e Tracer

Remarks

Rfl

R N

Ryy

50-0

9-d'

'.37

6 22

87.38

85.88

76.88

88.97

5.99

96.09

ZOO.59

97.59

'03.24

2.62

26.36

5.87

566

30.00

IO.OO

60-o"

„

2.45

6.63

80.30

84.30

75.80

89.38

2.08

6.35

95. 77

99.67

90-67

703.60

7.29

27.80

6.95

6.58

40.00

70.00

70-o"

„

3.37

7.0/

78.88

83.38

74.38

89.76

3.27

6.69

93.98

98.48

89.48

703.94

-.23

29.56

8.37

7.77

50.00

/O.OO

7o i o"

9-a"

3.S/

7.66

79.24

84.07

74.40

90.47

2.96

7.30

94.79

99.'2

89.4S

704.6J

-.96

30.75

8.35

7.80

47.66

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Ifog/ier
5/eqoer

Table and Sketch Showing Clearances and Overhangihgs of Two Cars on 90-Foot Center Radius Curve.

power house, the water of condensation from the reheater
being returned to the hot-water heater. It has been found
that the pressure required to circulate the water in the sys-
tem is 20 pounds and that the hot water loses but 20 degrees
during the circuit in the coldest weather.

Lighting.

All departments of the shop with one exception are lighted
with Cooper-Hewitt mercury-vapor lamps. These lamps are
placed above the roof trusses in all rooms and give a soft,
well-diffused light with very little shadow. They are arranged
to burn six in series, on a 600-volt railway circuit, and thus
arranged have given splendid service. Should any lamp in
the circuit fail, the others may burn without loss of efficiency.
On account of the rays in this light distorting colors the paint
shop was lighted with incandescent arc lamps.

Although the shops have been built almost entirely of fire-
proof materials it was considered advisable to install an inde-

double-track railway from San Francisco to Vera Cruz, Cal.,
was described in the Electric Railway Review on page 124 of
the issue of August 3, 1907. The chart and table become espe-
cially useful to construction engineers when the track work is
complicated and close to permanent obstructions. It will be
noted that this chart shows two cars on a double-track curve
with a 90-foot center radius and 14-foot 6-inch track centers.
The cars are placed in such a position that the clearance is at
a minimum. The table includes the various assumed and
desired dimensions of cars — 50, 60 and 70 feet long, and 9 feet
and 9 feet S inches wide.

Frank L. Dye, a conductor on the Springfield-East St.
Louis line of the Illinois Traction System, is reported to have
invented a new form of sleet cutter which was recently given
a trial with good results. The device consists of an extra
trolley wheel placed in front of the ordinary wheel and having
a corrugated groove which engages the ice on the wire.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

i.j

EFFECT OF 2-CENT PASSENGER FARE LAWS ON INTER-
URBAN ELECTRIC TRAFFIC.

The Electric Railway Review has received replies to let-
ters addressed to officials of electric interurban railways
inquiring about the effect upon their traffic of the introduction
of 2-cents-per-mile passenger fares on steam roads. These
replies follow:

Ft. Wayne & Wabash Valley Traction Company.

C. D. Emmons, general manager Ft. Wayne & Wabash
Valley Traction Company, Ft. Wayne, Ind.: "We do not think
that the 2-cents-per-mile passenger fare law will have any
effect upon our traffic, as our competing roads have already
made a rate of practically 1V6 cents per mile in their competi-
tion with us, by placing on sale what is known as a twin
ticket, which is good for two persons going in the same direc-
tion, good for a round trip or for two single trips in the same
direction. This ticket is purchased almost exclusively by
those using the steam roads, so that their fare is constantly
nominally 1% cents per mile where they compete with us.
The more frequent service of the trolley, which passes through
the business districts of the various towns and is dependable
as to closeness of schedule, will keep the traffic with us."

Kokomo Marion & Western Traction Company.

Thomas C. McReynolds, secretary and treasurer Kokomo
Marion t V- Western Traction Company, Kokomo, Ind.: "The
effect the 2-cent passenger fare laws will have upon the pas-
senger traffic of the electric railways very much depends upon
the distance the steam and electric roads are in competition
and the facilities afforded by such roads in the handling of
passengers. We operate between Kokomo and Marion along-
side the Toledo St. Louis & Western Railroad Company. The
steam road has made a material reduction in the fares charged
between these points. It may be possible that we lose a
very few passengers who are convenient to the railroad sta-
tion and ready to go when the train goes, but outside of this
I do not believe that we have felt the effects of the reduction
in fares by steam roads. If the distances were greater be-
tween our two terminals and the service on the steam road
superior to ours, we might feel the effect more. It is going
to be difficult for the steam roads to attract much traffic from
the interurbans so long as people can go and come at such
frequent intervals as the service of the electric roads now
permits."

Indianapolis Crawfordsville & Western Traction Company.

George E. Morine. general superintendent. Indianapolis
Crawfordsville & Western Traction Company, Crawfordsville,
Ind.: "The 2-cent fares on steam roads had been in operation
some little time when we started to operate our road, conse-
quently it would be nothing but guesswork on my part to try
and say what effect the 2-cent rate had on our traffic. We
are competing from Crawfordsville to Indianapolis with both
the Cleveland Cincinnati Chicago & St. Louis Railway and
the Northwestern branch of the Terre Haute Indianapolis &
Eastern Traction Company, but in the face of this competition
we are building up a very fine business. I do not think the
decrease in steam railroad fares to two cents will cause any
reduction in fares on interurban electric roads, as most roads
are now selling round-trip tickets for less than two cents per
mile."

Indianapolis Columbus & Southern Traction Company.

A. A. Anderson, general manager Indianapolis Columbus
& Southern Traction Company, Seymour, Ind.: "In my judg-
ment the adoption of the 2-cents-per-mile fares by steam rail-
ways will affect the traffic of interurban roads on long hauls
where the interurban rates are close to 2 cents per mile.
but when rates of competing interurban roads average 1%
cents per mile or less the local hauls will not be materially
affected. I am quite sure the decrease in steam railroad
fares to 2 cents per mile will not cause any reduction in
the average fares of interurban electric roads."

De Kalb-Sycamore & Interurban Traction Company.

D. Thomson, general manager De Kalb-Sycamore & Inter-
urban Traction Company, De Kalb, 111.: "I do not think the
2-cent fare law will have any detrimental effect on our traffic
whatever; we think it will help us because the increased
traffic on the steam roads will bring in more people who can
use our line to advantage. The writer is of the opinion that
the 2-cent fare law will benefit interurban roads wherever it is
adopted: (1) for the reasons mentioned above; (2) cheaper
fares mean more passengers or that the same passengers will
ride oftener. and the better the people become educated to

ride (by steam or electric) the more benefit will the traction
companies derive therefrom. With fares even between elec-
tric roads and steam roads, the advantage to the passenger
is decidedly in favor of electric roads, not only on account of
the frequent service and the ability to take the car at nearly
every street corner, btu principally on account of the lack of
smoke, soot and cinders and because of the general cleanliness
of the journey as compared with a trip on steam roads. Of
course, this applies only to the electric roads that maintain
good and frequent service and good speed. It is the writer's
opinion that it is only a matter of time (and that time is very
close at hand) when steam roads will be used for long-haul
passengers entirely, the local business all passing to the elec-
tric roads wherever they are in successful operation."

Illinois Traction System.

L. E. Fischer, vice-president and general manager Illinois
Traction System, Springfield, 111.: "There is no doubt that
the reduction of fare from three cents to two cents by com-
peting steam railroad lines tends to decrease the earnings of
interurban lines — how much we cannot now tell, because our
properties have been generally increasing and therefore no
1 comparison is possible. .The effect is probably at a maximum
now, as the development of interurban traffic will lead to the
establishing of service equal in all respects to steam railway
service."

Evansville Suburban & Newburg Railway.

Gus. Mulhausen, manager Evansville Suburban & New-
burg Railway, Evansville, Ind.: "As to the effect of the 2-cent
rate law governing steam roads I am in a position to speak
from experience, as we already have the 2-cent fare law lor
steam railways in effect in this state. On July 3, 1900. this
company began operating an electric line on an hourly schedule
between Evansville and Boonville, 18 miles. The rate of fare
was based, as on our other lines, at two cents per mile, and
rather than use pennies the 1-way fare was put at 35 cents
and the round-trip fare at 70 cents. A steam line operating
three trains in each direction per day between Evansville and
Boonville was at that time charging three cents per mile on
a mileage of 17 miles, the 1-way fare being 51 cents. Of
course, we secured practically all of the business between
Evansville and Boonville. The steam line operates two local
freight trains per day on its line and our road operates two
electric express cars in each direction per day. The rates on
freight are identical on both lines, still we are handling 85
per cent of the less than car lot freight business between
these points. When the new 2-cent rate law became effective
the steam line, in order to conform with the same, changed
its rate to 34 cents. We have never changed our rate and
are still charging 35 cents, or one cent more than the steam
line, and still continue to do practically all of the business
between Evansville and Boonville. I do not believe that the
2-cent law will greatly injure electric lines because of the fact
of their frequent operation, cleanliness and the advantage of
their usual downtown terminals. I believe, with courteous
treatment and the proper energy on the part of the electric
railways, together with the advantage they have over steam
lines in the way of accommodation, that their receipts will not
be greatly decreased on account of a 2-cent rate law. I as-
sume, of course, that the electric lines will not charge more
than two cents per mile."

Cleveland Southwestern & Columbus Railway.

C. N. Wilcoxon, general manager Cleveland Southwestern
& Columbus Railway, Cleveland, O.: "We do not find that the
2-cents-per-mile fare on steam roads has affected our earnings
to any appreciable extent. We have made no changes in our
rates of fare on account of the reduction in rates on the steam
roads."

Cambridge (O.) Power Light & Traction Company.

D. W. Cameron, manager Cambridge (O.) Power Light &
Traction Company: "The 2-cent fare law T has not affected
our passenger traffic. We changed our rate to the 2-cent rate
when the law went into effect. Our line is about one and one-
half miles longer to the point we reach than the steam line is,
but we take care of practically all the traffic with hourly
service."

Winnebago Traction Company.

J. P. Pulliam, superintendent Winnebago Traction Com-
pany, Oshkosh. Wis.: "The effect of the application of the
2-cents-per-mile rate by the steam lines on interurban traffic,
in my opinion, will be determined largely by the frequency of
the service given by the steam lines. The success of interur-
ban lines has been due to the frequency of the service, to-
gether, of course, with the reduced rates as against the steam
lines. The big factor, however, is the fact that interurban

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

cars run usually every hour, and in a great many cases
oftener, whereas the steam line service will consist of two to
tour trains per day. With us one of our interurban roads has
hard opposition from two steam roads which provide prac-
tically a 2-hour service as against one hour on our part. The
steam line, of course, covers the distance more quickly, and, as
under the new law the rate is the same, we have noticed a
small decrease in our business as a result thereof. A factor
that favors interurban roads, however, is the opportunity
that passengers have to board the cars on the main streets
and the fact that with most lines passengers can transfer to
city roads without additional expense. I do not believe our
loss will be permanent; on the contrary, the reduced fare
will tend to increase the general traffic and we will secure
our portion. We are considering a slight reduction in our
interurban fares, but not entirely as a result of the change
with steam lines, as we have thought for some time that a
reduction would be advisable. With the constantly improv-
ing conditions surrounding the interurban service, the inter-
urban road is the natural channel for local traffic, even if
there is no difference in the rate."

Cleveland Painesville & Eastern Railroad.

J. Jordan, general manager Cleveland Painesville & East-
ern Railroad, Willoughby, O.: "We have not noticed that
2-cents-per-mile fares on steam roads have taken any of our
business, as our increase in traffic has been as great since the
2-cent law went into effect as it has been in years previous.
The decrease in steam railway fares has not made any change
in the fares on our road. We parallel the New York Chicago
& St. Louis Railroad and the Lake Shore & Michigan South-
ern Railway from Cleveland to Ashtabula, and have very
strong competition; if the 2-cents-per-mile rate on steam roads
affected the interurban roads it would certainly show very
plainly on our traffic."

Saginaw Valley Traction Company.

S. E. Wolff, vice-president and general manager Saginaw
Valley Traction Company, Saginaw, Mich.: "We do not an-
ticipate any adverse effect from the 2-cent passenger fare laws
recently enforced against steam roads."

Detroit United Railway.

P. W. Brooks, general manager Detroit (Mich.) United
Railway: "I do not believe the effect of 2-cent passenger
fare laws upon our traffic will be to our disadvantage, because
we have been and are now charging lower fares, the average
being about IVi cents per mile. The frequency of the electric
service is a convenience to the public, and if the reduction of
the rates of steam railroads to two cents per mile stimulates
travel for them, it is likely also to stimulate travel for the
electric railways. The wisdom of establishing such low rates
for both steam and electric railways may be seriously ques-
tioned in the years to come, because it may unnecessarily
result in an impairment of the service."

Cedar Rapids & Iowa City Railway.

William G. Dows, president and general manager Cedar
Rapids & Iowa City Railway, Cedar Rapids, la.: "I do not
believe the 2-cent passenger fare law will affect our road in
any other than a beneficial way. Under the statutes of Iowa
electric interurban railroads are under exactly the same laws
as the steam railroads. They report to the board of railroad
commissioners, are assessed by the executive council, have
the right of eminent domain and have the right to secure per-
petual franchises in all cities and towns. The roads are classi-
fied in this state according to their earnings per mile per
year; those earning $4,000 and over are obliged to charge two
cents per mile. By reason of the fact that our railroad serves
a territory not served by any other railroad, we will not be
affected by any competition. The distance from Iowa City to
Cedar Rapids via the Chicago Rock Island & Pacific Railway
by either route is eight miles farther than the distance by our
line and passengers are obliged to change cars, so that on a
2-cent basis we would still have the lowest fare. I do not
believe that the decrease of steam railway fares to two cents
per mile will cause any reduction in the earnings of electric
railways. It is the frequency of service and the stopping to
take on and off passengers almost anywhere that counts. The
steam railroads would not be able to meet this condition, and
consequently will not affect to an appreciable extent the traffic
of electric railways."

Toledo & Indiana Railway.

H. C. Warren, general manager Toledo & Indiana Railway.
Toledo, O.: "I can see no particular decrease in our earnings
since the 2-cent fare law became effective. We parallel the
air line division of the Lake Shore & Michigan Southern Rail-

way the entire distance from Toledo to Bryan. I think that
this law is a serious handicap to steam railroads, but on
account of our hourly service and country stops we do not
consider that the law is any particular detriment to us."

Toledo Urban & Interurban Railway.

Charles F. Smith, general manager Toledo Urban & Inter-
urban Railway, Findlay, O.: "While 2-cents-per-mile fares have
had some effect upon our through traffic, the effect is very
slight for the reason that the service we give, namely, limited
service every two hours and local service every hour, and the
fact that people can go to and from Toledo considerably later
in the night by electric roads than by steam roads, lead the
travel to the electric lines."

Alton Granite & St. Louis Traction Company.

L. C. Haynes, president Alton Granite & St. Louis Trac-
tion Company, East St. Louis, 111.: "I am not in a position
to answer the question as to the possible effect of 2-cent fare
laws for steam railways on interurban electric railway busi-
ness from the point of view of actual experience, because our
system will not be affected particularly one way or the other
by the 2-cent steam rate. Only lines which are strictly inter-
urban and operate for considerable distances will be affected,
it seems to me, by this narrowing of margin between rates
formerly charged by steam and electric lines. The accepted
basis of local rates on interurban lines is, I think, very gen-
erally two cents a mile, and it goes without saying that if the
steam roads carry passengers at the same rate the advantages
of electric service will not include a lower rate of fare. The
frequent service of electric lines, affording in almost all cases
not more than hourly intervals between trains, and the su-
perior conveniences offered by electric cars, which traverse
in all cases the central business and residence portion of
cities and villages through which they pass, will, I think, con-
tinue to give the bulk of local traffic, at least for distances
inside of 50 miles, to the electric interurban lines, regardless
of the fact that steam transportation may be had at the same
price."

Indiana Union Traction Company.

H. A. Nicholl, general manager Indiana Union Traction
Company, Anderson, Ind.: "We do not believe that the adop-
tion of 2-cents-per-mile fares by steam railways will affect to
any appreciable extent the traffic on electric railways. Elec-
tric railways will not reduce their fares on account of the
2-cent law; but, on the contrary, I believe that those charging
under two cents per mile at the present time will increase
their fares to as near two cents per mile as they consistently
can."

Galesburg & Kewanee Electric Railway.

R. H. Hayward, general manager Galesburg & Kewanee
Electric Railway, Kewanee, 111.: "Prior to July 1, 1907, we
had charged 20 cents one way and 30 cents for the round trip
on our 9-mile interurban road between Kewanee and Galva,
paralleling the main line of the Chicago Burlington & Quincy
Railroad. On July 1, when the Burlington put into effect the
reduced 2-cents-per-mile rate, which made its fare between
Kewanee and Galva 16 cents, instead of 25 cents, we reduced
our 1-way rate from 20 to 18 cents and discontinued the 30-
cent round-trip rate. Since July 1 we have therefore been
charging 2 cents more than the steam railroad, whereas be-
fore that time we had charged 5 cents less. Our earnings
since July 1 have shown a normal increase and we believe that
in our case, at least, the reduction in the steam railroad rate
has had no appreciable effect on our earnings. We make 15
round trips daily between Kewanee and Galva, whereas the
Burlington has but three trains one way and two the other
between these two points. Whatever inclination the public
might have to patronize the steam road on account of a lower
rate is overcome by the superior serviC3 which we offer. In
cases where the steam road offers service more nearly equal to
that of the electric line the result might be different."

Grand Rapids Grand Haven & Muskegon Railway.

W. K. Morley, vice-president and general manager Grard
Rapids Grand Haven & Muskegon Railway, Grand Rapid;,
Mich.: "I do not think the adoption of the 2-cents-per-mile
rate by steam roads will affect to any appreciable extent the
volume of traffic of electric railways; the frequent and con-
venient service of the electric roads will enable them to hold
the business."

Dayton & Troy Electric Railway.

C. M. Paxton, general manager Dayton & Troy Electric
Railway, Tippecanoe City. O.: "In answering your questions
I can give you the experience of our line only and am not
prepared to say what the effect has been on electric railways

January IS, 1908.

ELECTRIC RAILWAY REVIEW

generally. Our line is paralleled for its entire length by the
Cincinnati Hamilton & Dayton Railway, which operates six or
seven passenger trains each way daily and caters particularly
to local travel, nearly all of its trains making local stops. Our
rates of fare were met by this railway a long time prior to
the passage of the 2-cent law and we did not feel the effect
of the law when it was passed as a line might feel it which
had been competing with a steam railway having a 3-cent rate
in effect. I understand that a number of electric railways
have found it necessary to readjust fares on account of the
cheaper rates by steam, but in our case our loss, if any, was
due to the fact that the law had the effect of advertising, in a
most effectual manner, the equalization of steam and electric
rates, whereas in the past the electric railways have enjoyed
the benefit of the assumption on the part of nearly all travelers
that electric railway rates were universally less than the rates
in effect on steam lines."

Chicago & Joliet Electric Railway.

J. R. Blackhall, general manager Chicago & Joliet Electric
Railway, Joliet, 111.: '"I do not know what effect the 2-cent
passenger fare law will have upon the traffic of interurban
electric railways in other parts of the state. So far as our
road is concerned, the new law has had no effect on our traffic,
as the fare on our interurban line between Joliet and Chicago
was so much lower than the railroad fare that reducing the
latter fare to two cents per mile still leaves the steam rate be-
tween Joliet and Chicago more than double our rate. Joliet
is within the Chicago commutation zone, and the railroads
have not changed the commutation rate since the new law
went into effect, so we still have the same competition that
we had in the past."

NORTHWESTERN ELECTRICAL ASSOCIATION.

Communications

The sixteenth aunual convention of the Northwestern
Electrical Association was held at the Hotel Pfister, Milwau-
kee, Wis., on January 15 and 16. There were about 75 mem-
bers and guests in attendance. A meeting of the Wisconsin
Electric and Interurban Railway Association was called at
the same time and place for the purpose of appointing a com-
mittee to meet the railroad commissioners of the state of
Wisconsin for a consideration of the subjects of a standard
form of accounting and rate regulation. At this meeting a
committee of two was also appointed to consider a revision
of the constitution of the Wisconsin Interurban Railway Asso-
ciation so that it might be united in its work with the North-
w istern Electric Association.

During the Wednesday afternoon session of the Electrical
association the president appointed a committee of three to
work with a similar committee of the Interurban association
and the Wisconsin Gas Association in discussing with the
state railroad commission the questions of uniform accounting
and rate regulation. The other business of the association
■was of a formal nature.

The following papers and addresses were presented on
Wednesday afternoon and Thursday: "Depreciation," by
C. X. Duffy, comptroller Milwaukee Electric Railway & Light
Company, Milwaukee, Wis.; "Central Station Load That Pays,"
by E. L. Callahan, electrical engineer, Chicago; "The Public's
Debt to the Public Service Corporation," by W. R. Putnam,
manager Red Wing Gas Light & Power Company, Red Wing.
Minn.: "The Wisconsin Utility Law," by Neil Brown, member
of the Wisconsin legislature; "Steam Notes on Small Turbine
Plants," by J. L. Hetch. mechanical engineer North Shore
Electric Company. Evanston, 111.; "Electrical Notes on Small
Turbine Plants," by C. W. Pen Dell, electrical engineer North
Shore Electric Company, Evanston, 111.: "Electric Lighting in
Cities and Villages of 3,000 and Under." by Irving P. Lord,
general manager Waupaca Electric Light & Railway Com-
pany. Waupaca, Wis.; "Single-Phase Alternating-Current
Motors," by F. L. Kaufman.

Those of the papers of particular interest to the electric
railway field are presented elsewhere in this issue. At the
close of the Thursday afternoon session the members ad-
journed to visit the electrical show which is now being held
at the Coliseum in Chicago.

JURISDICTION OF THE INTERSTATE COMMERCE COM-
MISSION OVER ELECTRIC RAILWAYS.

To the Editors:

I beg to acknowledge the receipt of your letter, in which
you make some inquiries touching the jurisdiction of the
interstate commerce commission over the electric railway
interurban mileage of the country and also as to the applica-
tion of the act to such carriers.

The act to regulate commerce as amended makes no dis-
tinction between roads operated by electricity and those oper-
ated by steam power. Nor has this commission at any time
sought to make any such distinction. Section 1 of the act in
express terms brings within its provisions all common carriers
engaged in the interstate carriage of passengers or property
by rail. And it has been uniformly the view of the commis
sion that the act applies to electric roads as clearly and as
fully as to those operated by steam when they are engaged
in such interstate transportation. This question, in fact, came
before the commission more than 10 years ago. In Willson v.
Rock Creek Railway Company, decided on March 12, 1S97.
and reported in 8 I. C. Rep., 83, you will find the question
fully discussed. In that case the defendant railroad company
was operated by electricity. Its line ran partly in the District
of Columbia and partly in the state of Maryland. The record
showed that it was essentially a street surface road for the
conveyance of urban and suburban passengers. The commis-
sion held, Commissioners Yeomans and Prouty dissenting, that
it was subject to the provisions of the act to regulate com-
merce. So far as I now recall the commission has never
departed from the principles there announced. Since the act
was amended on June 29, 1906, the question has come before
us informally on the correspondence of the commission and
the same view has again been expressed. I do not understand
that under the amended act there is any difference of opinion
in the commission as to our jurisdiction over such companies
when they are engaged in the interstate transportation either
of passengers or of property.

The statement of your correspondent that the commis-
sion has jurisdiction over only about 20 per cent of the electric
mileage of the country is probably based upon a misunderstand-
ing by him of what is said on page 14.2 of the annual report
of the commission just made to the congress. [An abstract
of that part of the report which relates to electric railways
is published elsewhere in this issue. — Eds.] An examination
of our records had been made in the division of statistics and
accounts in order to arrive at a rough estimate of the mileage
of electric railways, the lines of which lie in more than one
state. It was thought that about 20 per cent of the entire
mileage belonged to such companies. You will observe, how-
ever, that the report at the point in question expressly states
that the location of the physical property is not the final test
of the jurisdiction of this commission. The test to be applied
to electric railways in order to ascertain whether they are
subject to the provisions of the act to regulate commerce
differs in no respect from the test commonly applied to steam
railroads in order to ascertain whether this commission has
jurisdiction over them. Regardless of the physical location
of either electric or steam railroads and whether their lines
begin and end in the same state or not. if either is engaged
in the transportation of property from a point in one state to
a point in another wholly by rail or in connection with a
water carrier under some arrangement for a continuous move-
ment, the act applies in all its phases. That has been my
view of the matter and 1 am quite confident that the same
view is entertained by my colleagues.

Many interesting and important questions have arisen
touching the question of the jurisdiction of the commission

ELECTRIC RAILWAY REVIEW

Vol. XIX, No.

over electric lines, all of which are having careful considera-
tion. But the fact that the motive power is electricity has
no relation to or any bearing upon the proper solution of these
problems. Their solution will depend, as would be the case
were the roads in question operated by steam, upon the man-
ner in which the transportation is actually conducted and
whether it is in fact interstate transportation within the
meaning of the act.

You make inquiries about the purpose of the commission
with respect to prescribing a system of accounts for electric
lines. The law contemplates that the commission will estab-
lish accounting systems for all the agencies of interstate
transportation. And it is the purpose of the commission to
promulgate systems of accounts for electric railways, similar,
so far as may be, to the system prescribed for the steam
railways. A comparison of the reports of steam railways,
electric railways, water carriers, express companies and other
agencies for transporting the commerce of the country, so far
as the commercial and special physical conditions surrounding
each form of transportation will permit such comparison, can-
not fail to be of value. The basis of such comparison would
not be complete if electric lines were omitted from the gen-
eral accounting scheme which the commission has in mind.
This becomes more important in the case of electric railways
because their tendency is more and more to serve and become
branch lines or feeders of the trunk line railways. Two cases
are now on the docket of the commission in which electric
lines seek the aid of the commission to compel steam roads
to join with them in establishing through routes and joint
rates. Lines heretofore operated by steam are now being
electrified. Many electric roads are carrying freight not only
in carloads but in trainloads, and are otherwise conducting
exactly the same kind of transportation that is done by steam
railroads. Obviously an accounting system that affords a
basis of comparison between lines operated by steam and lines
operated by electricity ought to be available, and this cannot
be done without a uniform system of expense accounts for the
electric lines.

JAMES S. HARLAN,
Commissioner Interstate Commerce Commission.

Washington, D. C, January 9, 1908.

A SINGLE-PHASE RAILWAY MOTOR.*

BY E. F. ALEXANDERSON, ELECTRICAL ENGINEER GENERAL ELECTRH
COMPANY.

Suggests Running Railroad Trains in New York Subways.

In applying to the board of estimate for permission to
increase the dimensions in the original plans for the Brooklyn
Fourth avenue and the bridge loop subways, the New York
public service commission suggests that the subways be
built so as to accommodate the trains of the New York Central
and New York New Haven & Hartford railroads, in case it
should be found desirable to run such trains through the sub-
ways at any time in the future. It is proposed to increase
the headroom from 13 feet 6 inches to 14 feet and also to do
away with several grades which exist in the original plans. It
is thus evident that the commission has in mind the possibility
of the railroads becoming bidders for subway routes in compe-
tition with the Belmont interests, who are now the only logical
bidders. The new T subway route on the east side which the
commission proposes to build could easily be made to connect
with the New- Haven road at Mott Haven, so that the latter's
electric trains could be run over to Brooklyn or through the
bridge loop to the Brooklyn bridge.

On January 1 the Cape Fear Power Company began the
distribution of'Vlectric power to Fayetteville, N. C, from its
water power electrical plant at Buckhorn Falls, on the Cape
Fear river, 35 miles distant. This plant represents an ex-
penditure of about $500,000, and is prepared to furnish about
4,000 horsepower, 3,000 of this being guaranteed for 24 hours
every day of the year. It is stated that surveys of the river
three miles below the present plant indicate a possible de-
velopment of 18,000 horsepower.

The various single-phase railway motors which have been
developed during the past few years have been styled in gen-
eral as either repulsion or as series motors.

The most prominent types of single-phase railway motors
which have found commercial application are:

1. The compensated repulsion motor (Latour-Winter-Eich-
berg). This motor has a short-circuited armature and an extra
set of brushes for producing compensation, with a view to
obtaining a higher power factor.

2. The compensated series motor (Eickmeyer-Stanley-
Lamme).

3. The compensated series motor with shunt excited com-
mutating poles (Milch-Richter). In this motor a commutating
field is produced locally by coils in the stator.

The motor to be discussed in this paper is neither a series
nor a repulsion motor in the generally accepted sense, but em-
bodies the best features of both. For lack of a better name
it may be called a "series-repulsion" motor. The windings
resemble those of a series motor and the armature and stator
are permanently connected in series. A general diagram of
the motor is shown in Figure 1. The terminal voltage of the
series-repulsion motor can be selected with greater liberty

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h//hc//'n<?

The Series-Repulsion Motor — Figure 1.

than in a series motor, but not so arbitrarily as in the case
of a repulsion motor.

Its advantages over the straight compensated series motor
are very marked. The commutation is so radically improved
that resistance leads are unnecessary and it is feasible to build
the motors in larger capacities.

In its performance it resembles the series motors with
commutating poles, but offers several distinct advantages over
the same. Instead of producing a commutating flux locally
by coils on the stator, the conductors in the armature are
located in places where the desired flux will naturally exist.
This arrangement simplifies the stator winding consider-
ably. The compensating winding of the series motor is
replaced by an inducing winding with twice as many turns,
and the energy is introduced either in the stator alone or in
the stator and rotor together. By this arrangement the start-
ing torque is doubled for the same commutation and the same
supply of current.

In the compensated repulsion motor the commutating field
becomes too strong as soon as the speed appreciably exceeds
synchronism, unless special arrangements are made to sup-
press this field locally. The motor under consideration is not
limited by the synchronous speed, as the repulsion motor
feature is reduced at the high speeds, and its action follows
more closely the performance of a series motor; the number
of poles can therefore be selected with the same liberty as
in a series motor. This is of great importance for the motor
characteristics, particularly in regard to weight and starting

*Abstract of paper presented before the American Insti-
tute of Electrical Engineers, New York, January 10, 1908.

January IS, 190S.

ELECTRIC RAILWAY REVIEW

torque. Furthermore, no extra set of brushes, nor any series upon the inducing and exciting windings. The current flowing

transformer, is required, which makes the motor equally well
adapted for direct and alternating current.

Starting.

The starting of a single-phase motor is materially handi-
capped by the fact that the alternating nature of the main
field sets up currents in the armature coils which are short-
circuited by the brushes. This same difficulty is experienced
in all known types of single-phase commutator motors. Al-
though the principle involved is the same in the motor under
consideration, the practical result gained by the arrangement
employed is a starting torque twice as high as would be possi-
ble in a corresponding series motor for the same commutation
and the same supply of current.

This double starting torque is obtained by winding the
stator with twice as many turns as the armature. The motor
starts as a repulsion motor with the armature short-circuited,
as shown in Figure 2. The current as it enters the stator has
only half the strength of that in the rotor, owing to the ratio of
stator to rotor turns. The short-circuiting switch of the rotor

Tro//ec/

S00/9mjD.

/OOOflmp.

— Ground

Sforf/n<?

Running

The Series-Repulsion Motor — Figures 1 and 2.

carries only half as much current as the rotor itself, because
the current in the short-circuited connection is only the differ-
ence between the stator and the rotor current. The inducing
winding, the field and the armature are connected permanently
in series; but with the connections shown the field is in series
with the stator circuit at starting and with the rotor circuit
when running. In starting the rotor carries twice as much
current as when running, in order to give the same field
strength — in this manner doubling the starting torque.

Features of Operation.

In regard to the practical application of the system it
may be mentioned that several 4-motor equipments for alter-
nating and direct current have been in operation for some
time. The alternating-current control equipment has a total
of seven contactors and a reversing switch. This gives four
points on the controller, which seems quite satisfactory for
motor car operation, though any number of steps can be added
to take care of locomotive operating conditions.

The preferred method of control is the one shown in
Figures 2 and 3. In starting the armature is short-circuited
and the full secondary voltage of the transformer is impressed

through the stator continues through the armature, but due to
the ratio of turns of inducing winding and armature winding,
an additional current of equal strength to the stator current
flows through the local circuit of the armature and the short-
circuited connection. In the running connection pari of the
power is introduced in the stator and part in the rotor, and the
field winding carries the same current as the armature; that
is, twice the stator current, thus giving a relatively greater
field strength than in the starting condition, just as it would
be produced by a series-multiple connection of the field wind
ing.

Although the total potential impressed upon the stator
and rotor is the same for starting and running, the result of
changing the connection so as to transfer the energy input
from the stator to the rotor has the effect of increasing the
resulting voltage of the motor. This is due to the ratio of
transformation betw-een stator and rotor. In this manner a
higher speed is obtained by impressing a higher resulting
voltage, and the same change of connections makes the motor
adapted for a higher speed by changing the ratio of series
and repulsion motor action.

The only motor that has an inherent claim on unity power
factor is the direct-current motor. In every alternating-cur-
rent motor a certain amount of wattless volt-amperes is con-
sumed in magnetizing the field, and in leakage, so that the
maximum torque is limited to a lower value than it is with
the direct-current motors. An alternating-current motor with
inherently good power factor is one with high overload capac-
ity, and this must be due to a comparatively small proportion
of volt-amperes being consumed for magnetization. There are,
however, artificial methods of bringing the power factor of
the alternating-current motor up to unity.

Resistance Leads.

The use of resistance leads, which has been so much
discussed, has been found to be unnecessary in motors of the
type described. Certain motors which have been operated
for a considerable time as series motors, and then rewound so
as to embody the features described in this paper, have shown
an increased life of brushes and commutator up to the stand-
ard of good direct-current practice. The improvement in com-
mutation was so great that it was possible at the same time
to increase the thickness of the brush and the output of the
motor.

Selection of Frequency.

In regard to choice of frequency the series-repulsion motor
again gives greater liberty. Whereas the starting torque can
be doubled on either 15 or 25 cycles, it may be mentioned that
a series motor which was almost inoperative at a certain load
at 25 cycles, after rewinding, as described, was tested as a
series-repulsion motor and found to give excellent commuta-
tion at 40 cycles at the same load. It can therefore be said
in general that 25 cycles is entirely satisfactory for all geared
motor work; it is preferable in that the combination of motor
and transformer weighs less at 25 than at 15 cycles.

Economy of Material.

The motor described can be built in larger capacities than
the series motor. The principal reason for this is the inher-
ently good commutation and increased starting torque which
make resistance leads unnecessary, thereby eliminating the
heat generated by the resistance leads, and also gaining space
in the slots, which can be used for copper. Furthermore, it
is possible to increase the flux per pole without impairing
the commutation.

The fractional pitch winding which is used primarily for
the sake of commutation is also advantageous from the point
of view of economy of material. The fact that the number
of poles in the series-repulsion motor can be selected without
regard to the synchronous speed is an important consideration.

In summing up the preceding the particular advantages
of the motor described may be claimed to be:

1. Good commutation at all speeds without the use of
resistance leads.

2. Larger capacities possible than with the series motor.

3. High tractive effort possible, due to the liberty of
selecting the number of poles.

4. Increased starting torque, possible because of the in-
herent ratio of winding turns, without supplying an increased
current from the main transformer.

5. Simplicity of construction. The stator is the same as
in the series motor, in fact easier to construct due to the
greater liberty of placing the field winding in slots. The arma-
ture is constructed according to standard direct-current prac-
tice with the conductors soldered into the commutator bars.

6. Equally applicable to direct and alternating current.

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

THE NEW HAVEN SYSTEM OF SINGLE-PHASE DISTRIBU-
TION WITH SPECIAL REFERENCE TO
SECTION ALIZAT ION.*

BY W. s. MURRAY, ELECTRICAL ENGINEER NEW York NEW HAVEN
HARTFORD RAILWAY.

The method and distance chosen for sectionalizing the
high-tension wires supplying power for alternating-current
traction is worthy of careful consideration.

There is shown diagrammatically the actual scheme of
single-phase distribution which was adopted and is now in
service on the New York New Haven & Hartford Railroad. It
comprises 11,000-volt three-phase generation transmission
along the right of way at this voltage, only one phase being
applied to all sectionalized trolley wires throughout the zone
of electrification. The three phases are also carried through-

polyphase power, it is difficult to escape the conclusion that it
is a desirable and necessary adjunct to the system. In con-
nection with its application to the New Haven electrification, it
may be said that synchronous motors will be shortly substi-
tuted for steam engines in one of our lighting plants. Such
arrangements will bring about the centralization of power
generation, and by proper field adjustment of the synchronous
motors the general power factor of the single-phase system
will be raised.

Sectionalization.

An examination of the electrical connections made in and
on the power house, line and locomotives would bring out the
strong similarity of the New Haven system to the well stand-
ardized, direct-current (not alternating-current-direct-current)
system. In either case the path is from one busbar of the
station to the feeder and trolley, thence to the locomotive and
from there to the rail and return to the other station busbar.

New York New Haven & Hartford Single-Phase System — Anchor Bridge and Catenary Construction.

out the electrification zone, and are at all points available for
polyphase motors, such as would be used in railway machine
shops and for the operation of motor-driven generators in
local direct-current railway plants owned by the railroad com-
pany.

A modification of this arrangement which was considered
may be mentioned; namely, 11,000-volt three-phase genera-
tion, single-phase distribution for traction with step-down
transformers distributed along the line, their secondaries fur-
nishing 3,300 or 6,600 volts to the sectionalized trolleys. For
the reason that the life hazard in using 11,000 volts was not
considered to be greatly increased over that of 3,300 or 6,600
volts, and in view of the higher efficiency, lesser currents to
be collected by locomotive shoe contacts, greater reliability
and the lower operating costs (no transformer substations),
the advantages of the 11,000-volt direct transmission to the
sectionalized trolleys was immediately apparent, and the prob-
lem became simply one of insulation.

As concerns the choice of three-phase generators in con-
nection with single-phase distribution for traction purposes,
again local conditions were the real factors that framed this
conclusion. Single-phase or balanced polyphase voltages are
undeniably more desirable than unbalanced ones; at the same
time when proper allowance and arrangement are made for
the unbalanced voltages, and there is a decided market for

*Abstract of a paper presented before the American In-
stitute of Electrical Engineers, New York, January 10, 1908.

Single-phase distribution offers an excellent opportunity
for sectionalizing. As may be seen in the diagram the system
consists simply of the track trolleys, two auxiliary wires im-
mediately adjacent, and the necessary switching complement.
Although these auxiliary wires have been called feeder wires,
and while, as a matter of fact, they do serve to increase the
capacity of the overhead system, this is not their principal
function, as the amount of copper included in the trolleys
would suffice to be within the economic figures of copper loss.
The auxiliary wires are installed to serve as by-passes, in the
event of it being desired to cut dead any or all of the trolley
wires in any section. Thus by this system of auxiliary by-
passes any degree of sectionalizing can be used, and any or
all trolley voltages in sections can be removed without inter-
rupting the continuity of the voltages throughout the zone.

The lengths of sections are governed entirely by local
conditions. No two sections of the 14 that exist in the 21
miles of New Haven electrification are the same. It is seen,
however, from these figures that the average length of sections
is 1.68 miles, that none of these is over 2.19 miles or less than
1.07 miles.

The best reason that can be assigned for the use of sec-
tions is in order that line troubles may be localized. There
are many others, and some of a most important character. In-
deed, it may be said that were the line absolutely immune
from trouble, such as grounding, mechanical failures, etc.,
there would still be many good reasons for sectionalizing it,
and these will develop as the subject is further studied.

.January 18, 190S.

ELECTRIC RAILWAY REVIEW

It will be noted that of the 14 electrical sections between
Woodlawn and Stamford nine of these are co-terniinous with
the signal towers. In each of these towers there is installed
a small panel containing the pilot switches controlling the
trolley land by-pass) circuit-breakers installed on the anchor
bridges. Aside from the economical features of this scheme
of control, as no operators other than our present signal
operators are required, the value of placing the distribution in
the hands of this class of men is most important, their con-
stant attention to matters pertaining to the operation of trains
brings about the attention which should be accorded to the dis-
tribution of current; their thorough understanding of the con-
ditions of traffic on the various tracks permitting the most in-
telligent handling of electrified and de-electrified trolleys, as-
suring at once prompt and reliable service in the matter of

therefore, instead of specifying the length of sections, to
specify the number to be used over a given total distance;
their individual length varying in accordance with the local
conditions peculiarly related to them. I T pon this basis it will
be interesting to enumerate the following advantages and dis-
advantages peculiar to a choice of a "small number" and .a
"large number" of sections over a given distance. In this
table it should be remembered that usually the items of ad-
vantage for the "small number" of sections will be items of
disadvantage for the "larger number," and vice versa. AJso
it is assumed that the signal towers along the right of waj
average about 1% miles apart and that electrical sections of
this length, or longer, will be classed as a "small number" and
sections shorter than this will be classed as a "large number."
A tabulation of the advantages and disadvantages of the

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New York New Haven & Hartford Single-Phase System — Diagram of Distribution System, Woodlawn Junction to Stamford.

handling a situation when crossovers have to be made on
electrified tracks, and while repairs are being made on others
from which the voltage has been removed. The value of
placing the distribution system in the hands of the signal
operators may be again illustrated by saying that should an
electric train run past a stop signal set by the operator, or
should the operator desire to stop a train in his block he
has only to trip the pilot switch controlling the trolley circuit-
breaker, from which the train is drawing its power, and signal
the operator in the adjacent tower to do likewise. The indi-
vidual value of this protective perquisite is an illustration of
the use of sectionalizing outside of the question of line
troubles.

As before stated, it is impossible to elect some standard
distance for sectionalizing the line and then apply it to a
steam road undergoing electrification. It is possible to con-
ceive of an entirely new electric line subjected to this hypo-
thetical course of procedure, but even in this extreme case it
is difficult to escape the exceptions that could be taken to it;
for example, what a strange coincidence it would be to find 50
towns just two miles apart along a railroad's right of way.
On the other hand, how important each town would be whereat
to locate a signal tower with its complement of electrical
equipment.

In the discussion of sectionalization it would seem proper.

use of a "small number" as against a
tions is as follows:
Advantages.

1. Co-terminous tower scheme

more easily arranged.

2. Less switches to maintain.

3. More reliable, due to less

frequent grounding of
line.

4. Less cost.

'large number" of sec-

Disadvantages.
Difficulty of locating

grounds increased.
Greater section of track cut
dead in case of ground or
other trouble. Disad-
vantage, however, related
to crossovers.
3. Larger section breakers re-
quired.
In advance of a discussion of the items in the above table
it is fair to assume that convenience of construction of the
apparatus required for either the long or short sections may
be equated. That is to say, the work train service, in either
case, would be about the same, and the structures to be put
up of a character which would require much the same general
superintendence and engineering.

In the case of the long sections it would, of course, be neces-
sary to splice the messenger cables, as they could hardly be
manufactured on single reels greater than two miles in length,
but the splicing process would not be a matter of great incon-
venience, and would not detract from the value of the cables.
On the other hand, in the case of the shorter sections, a

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

greater number of anchor bridges would be required for the
supply of sectionalizing switches, but this form of structure
would not increase, to any extent, the difficulties of erection,
or would the placing of apparatus upon them interfere with
regular traffic.

Taking up the discussion of the above tabulation of ad-
vantages and disadvantages for the small number of sections
versus the larger number, or, stated in another way, sections
of greater length versus sections of shorter length, we note
that under "advantages."

It would be a strange state of affairs if it were impossible
to improve upon any principle or form of construction adopted.
In regard to principles which have governed in the electrifica-
tion and sectionalization as adopted by the New Haven road,
I have found by careful inquiry into the opinion of those who
are responsible for the operation of our electric trains and
the distribution of currents to them, that if any change were
to be made, possibly some advantages would accrue in the
use of a longer section.

In regard to form of construction. It is fair to say that
there are many changes that can be and are being made,
which will greatly increase the efficacy of distribution. It is
my observation that the New Haven electrification has been
looked upon as a radical departure from engineering practice.
There is no question about the justice of such a remark when
viewing the matter as a whole. If, however, we segregate
each link in the chain which forms the whole I believe it will
be found that no one link is a particular departure from a
practice that has existed many years. It has simply been the
putting together of old principles into a new form. One ex-
ception can be made to this statement. The alternating-cur-
rent railway motor is new, and yet an exposition of its char-
acteristics, such as in its speed and torque curves, shows that
within it the old underlying principles prevail. Its comple-
ments, the power house and line, involve no new principles
that have not been tried out under various forms and condi-
tions. A high-tension moving contact has nothing new or of
a disturbing nature about it.

The last six months of operation have offered the oppor-
tunity for a collection of valuable data, and the following ob-
servations and recommendations are offered in the hope that
they may be of some value to other engineers interested in the
electrification of steam roads:

1. In one, two, three or four track railroads the single-
phase distribution should include, besides the trolley wires, by-
passes or feeders.

2. Electrical sections should not average less than 1.5
miles in length; greater averages are entirely acceptable and
individual lengths should be governed by local conditions.

3. Twenty-two feet is a safe general working distance of
trolley from rail.

4. The de-insulating effect of steam locomotive stack dis-
charges is a most important consideration to be kept in mind
in the matter of properly insulating high-tension wires from
ground.

5. High-insulation factors should be used where high-ten-
sion construction due to low bridges is brought nearer the
rails than the normal height of 22 feet. Strong mechanical
shields should be used to deflect locomotive blasts from mes-
senger insulators at low bridges. Care should be exercised
in the installation of these shields so that high-tension con-
ductors and ground are at safe working distance. Wherever
possible insulators should be installed away from the direct
line of the locomotive blast.

6. Auxiliary wires in connection with the electrification,
if they cannot be carried over highway bridges as aerial con-
ductors, should not be carried under, unless they are inclosed
in lead-covered cables, with end bells properly inclosed in
suitable housings at points where the conductors change from
aerial to lead-covered cables.

7. All circuit-breakers connecting feed wires (or by-
passes) to the trolley busbars should be equipped with time
relays, so that any short-circuit will immediately open the
trolley breakers, thus locating the trolley section grounded.
Equipping the feeder breakers with time relays insures con-
tinuity of voltage on wires not affected by the short-circuit.
Each trolley breaker pilot switch should be provided with a
light to indicate when it opens, and an announcer bell should
ring in the signal tower at the same time so that the operator
is promptly notified.

8. On account of deleterious influences of weather and
locomotive stack discharges, together with general incon-
venience of getting at busbars and switches when installed on
anchor bridges, all section oil switches should be installed in
switch houses erected at the side of the tracks, with lead-
covered cable connections between trolley and switches.

, 9. Signaling should be arranged so that the operator can
prevent the engineer from spanning two sections by his loco-

motive shoes in the event of the advance section being
grounded.

10. All signal towers should be interconnected with a re-
liable telephone service. Immunity from electromagnetic and
electrostatic disturbance in the telephone system can be
secured by using twisted wire pairs inclosed in lead-covered
sheath, the sheath being grounded frequently. This sugges-
tion is more particularly applicable to the interrupted or
tower-to-tower telephone system. In this case the distance of
exposures of the telephone wires is not great, and thus the
summated effect of electromagnetic induction is negligible.
In the case of the through telephone line where the circuit is
uninterrupted throughout the zone of electrification, again the
lead sheath and twisted pair are respectively effective in
removing all static charges, and electromagnetically balancing
the circuit; but on account of the cumulative action of the
electromagnetic induction, either compensating transformers
or a system of impedance coils installed across the telephone
circuits at intervals of two miles (this distance may be less,
depending on the electromagnetic density) with their central
points grounded should be used. Either method will satis-
factorily remove the impressed voltage due to electromagnetic
induction. The importance of reliable telephone service be-
tween operating towers cannot be too greatly emphasized.

The above-mentioned are some of the fundamental requi-
sites which design and practice have brought out in connec-
tion with the New Haven electrification. Design and practice
are many times good friends, but if a difference of opinion
arises practice will, in nine times out of ten, have the better
of the argument. Experience; the great teacher, has brought
out either the efficacy of the original design or the proper
modification of it.

The observations and recommendations above cited are
those that have been impressed upon the writer during the
period of operation so far attained. Except for certain minor
and easily remedied details, experience to date with the New
Haven arrangement of single-phase distribution would indicate
that the fundamental principles involved have been correctly
applied.

A SIMPLE DIRT CONVEYOR.

About a year ago the San Francisco Oakland & San Jose
Railway at Oakland, Cal., added a 1,000-horsepower unit to its
Yerba Buena power station. To accommodate the new unit it

Key Route Power Station — A Simple Conveyor for Removing
Dirt.

was necessary to make a considerable excavation in order
that the engine room might be extended and a basement pro-
vided. In making this excavation a considerable economy was
effected by the use of the simple dirt conveyor shown in
the accompanying illustration. This conveyor comprised a
V-shaped trough of wood in which operated an endless chain
carrying scrapers. The chain was moved by a gear wheel
driven through a belt connection with a railway motor in-
stalled in a sheet steel house under the high end of the con-
veyor. As the dirt was excavated it was dumped into the
lower end of the home-made conveyor and carried by means
of the chain scrapers in the trough to a waste pile 150 feet
distant and entirely clear of the power station work.

January 18, 1908.

ELECTRIC RAILWAY REVIEW

DEPRECIATION.-

i. N. DUTY, CQMPTROLLBH MILWAUKEE ELECTKIl RAILWAY
LIGHT COMPANY.

The public utility law of Wisconsin provides: "Every
public utilily shall carry a proper and adequate depreciation
account whenever the commission, after investigation, shall
determine that such depreciation account can be reasonably
recpiired. The commission shall ascertain and determine what
are the proper and adequate rates of depreciation of the sev-
eral classes of property of each public utility. The rates shall
be such as will provide the amounts required, over and above
ili>- expense of maintenance, to keep such property in a state
of efficiency corresponding to the progress of the industry.
Each public utility shall conform its depreciation accounts to
such rates so ascertained and determined by the commission.
The commission may make changes in such rates of deprecia-
tion from time to time as it may find to be necessary."

What is "depreciation"? Webster's dictionary defines de-
preciation as: (1) The act of lessening, or seeking to lessen,
price, value or reputation. (2) The falling of value; reduc-
tion of worth. (3) The state of being depreciated.

For the purposes of this paper depreciation will be defined
as a "lessening of value," and the treatment of the subject con-
fined to broad general questions, briefly touched upon, as
applicable to the electric lighting business.

This "lessening of value" may be brought about, in so far as
the physical property is concerned, from the following causes:
(1) Deterioration due to the ravages of time and the effects
of the elements. (2) Wear and tear incident to use. (3) Dis-
placement by reason of obsolescence or supersession, resulting
from the development of the art or the evolution of the busi-
ness.

Deterioration.

Unquestionably the ravages of time and the effects of the
elements will eventually cause physical property to deteriorate
or disintegrate to such an extent as to render it valueless and
unfit for use. From this there is no escape; it is as certain
to come as the rising and setting of the sun, therefore it must
be reckoned with in considering "lessening of value."

Wear and Tear.

"Wear and tear" of physical property resulting from use,
sooner or later, in spite of "maintenance," unless maintenance
is understood to include replacements and renewals, as well
as repairs, will be followed by the "state of being depre-
ciated," that imperceptible deterioration constantly going on,
in addition to wear and tear incident to use. This will ulti-
mately necessitate "replacements and renewals," the throwing
away of the old and the installation of new, as a condition will
be reached when "repairs" are no longer possible. In its rela-
tion to depreciation the whole question of maintenance,
whether understood to cover "replacements and renewals,"
large or small, or restricted only to "repairs," is a most im-
portant factor for consideration. The measure and extent of
depreciation of physical property are dependent, in so far as
"wear and tear incident to use" is concerned, on the amount
of "maintenance" expended in the physical upkeep of the
property. This must be taken into account in providing for
"lessening of value."

Displacement.

The "displacement" of physical property rendered obsolete
because of the development of the art or the evolution of the
business is a contingency that must be recognized and pro-
vided for.

Let us look backward, for a few years only, if you please,
and consider the marvelous changes that have taken place in
the types of generating station apparatus. The high-speed
direct-belted units adopted as standards in early days in central
station installations, notably New York Edison Company and
Philadelphia Edison Company, were superseded by slow-speed
multipolar generators, direct belted to Corliss engines. These
in turn were superseded by generators direct connected to
either horizontal or vertical engines, generating low potential
direct current. The introduction of steam turbines developed
high-speed alternating generators direct connected to turbines,
supplanting all other types of generating apparatus and recog-
nized as the standard of today. This standard of today may
be superseded by the gas engine, as engineers recognize the
possibilities of that prime mover supplanting all that have
preceded it. Nor has the development of the art been confined
to changes in types of generating station apparatus. For in-
stance, open arc lamps have been superseded by inclosed arc

*Abstract of an address before the convention of the
Northwestern Electrical Association, Milwaukee, Wis., Janu-
ary 15 and 16, 1908.

lamps and various other changes and improvements have been
introduced and developed.

The evolution of the business, with respect not only to
the extent but to the varying character of the demands made
for service, and likely to be made in the future, in this rapid
age, is a feature that adds to the complications of the question,
a feature most difficult indeed to forecast or provide for, and
a most important element to consider in dealing with "dis-
placement."

Mr. Gibbs, an eminent engineer who needs no introduc-
tion to this audience, in the case of "The People of the State of
New York ex rel. the Third Avenue Railroad Company against
State Board of Tax Commissioners," testifying as to radical
changes that may be expected in the type of property requisite
to the successful operation of electric railways of the future,
said: "I never yet did a piece of work that extended over
any considerable time but that when I got it done it was rather
antiquated and had to be done over again; it is a new
science."

Is anyone so bold as to say that the possibilities of the
development, of the art or the evolution of the business, as
applicable to an electric lighting system, have been reached?
This must be dealt with in covering "lessening of value."

Determination of the Measure of Depreciation to be Pro-
vided For.

It is a difficult matter to lay down a fixed rule that will
determine the measure of depreciation to be provided for and
cover in a practical and satisfactory manner differences in
conditions and the various factors to be considered.

The different types of apparatus installed and the methods
of construction and installation followed, as well as the vary-
ing conditions surrounding the operation of different systems,
make the problem an exceedingly hard one to solve, even if
confined only to providing for depreciation resulting from the
effects of "deterioration" and "wear and tear," independent of
"obsolescence" or "supersession."

The determination of the measure of depreciation neces-
sary to provide, by reason of "deterioration" and "wear and
tear," can possibly, with some degree of accuracy and satis-
faction, be arrived at: the effects of obsolescence and super-
session, practically unknown quantities, judging by the history
of the past, present a most complex question of the greatest
importance and most far-reaching in its consequences.

The most correct and sound method to pursue would be
to arrive at the estimated average life of the different kinds
of physical property dealt with, determining this life on the
basis of type, methods of construction and installation, as well
as the character and extent of its use and the conditions
under which it is used; climatic conditions, the character of
the soil, as well as other similar factors, should be taken into
consideration in arriving at this determination of average life.
For example, the conditions of soil and climate would mate-
rially affect the life of pole lines, whether the poles were iron
or wood, and likewise buildings, especially if of frame con-
struction. Temperature and weather conditions have a direct
bearing on the life of feeders, if exposed to the elements.
The kind of water used for the generation of steam is an im-
portant element to be considered in determining the life of
boiler tubes, and the same is true with reference to boiler
furnaces, as to the effects of different kinds of coal burned.
Conditions of operation with respect to the generation of elec-
tric current are reflected to a very considerable extent by the
fluctuating load on the station, as well as the average load
factor.

These varying conditions, as pointed out, should be taken
into account, in addition to the consideration of the question
of types of apparatus, methods of construction and installa-
tion,, etc., previously referred to.

The different kinds of physical property of an electric
lighting system to be dealt with, in considering "depreciation,"
may be broadly classified as follows: (1) Buildings and fix-
tures. (2) Generating station equipment. (3) Transmission
system. (4) Substation equipment. (5) Distribution system.
(G) Transformer installation. (7) Meter installation. (8) Lamp
installation. (9) Tools and appliances. (10) Miscellaneous
equipment.

Application of the Measure of Depreciation to be Provided for,
as Finally Determined.

The measure of "depreciation" to be provided for, as
finally determined on the basis previously outlined and sug-
gested, reduced to or expressed in dollars and cents, worked
out in detail for each class of physical property, on the kilo-
watt-hour unit, should be taken up in the accounts monthly.
This may be done, as a matter of detail, by one of the follow-
ing methods:

(1) "Operating expenses," in the appropriate accounts,
should be debited and "depreciation reserve" credited, with

ELECTRIC RAILWAY REVIEW

Vol. XIX, No. 3.

the monthly proportion of the total annual depreciation
charge, based on the kilowatt-hour unit cost.

(2) The monthly proportion of the total annual deprecia-
tion charge, based on the kilowatt-hour unit cost, could be
treated as a deduction from "net earnings from operation." and
the amount so deducted credited to "depreciation reserve."

(3) The monthly proportion of the total annual deprecia-
tion charge, regardless of what the charge may be, based on
the kilowatt-hour unit cost, could be treated as a deduction
from "net earnings from operation," based on the percentage
said charge is of the estimated gross earnings for the year,
and the amount so deducted credited to "depreciation re-
serve."

If the "depreciation reserve," so created, is to be some-
thing more than a mere "bookkeeping" reserve, and the
amounts thus set aside actually invested in interest-bearing
securities, the interest earned on such securities should be
credited to "depreciation reserve."

It should be understood, of course, that when replace-
ments and renewals of physical property are made, the cost
should be charged against "depreciation reserve."

If the first method suggested is followed, the depreciation
charge should be specifically stated and shown in the appro-
priate operating expense accounts. If this is not done there
will be no way of showing ordinary maintenance charges
separate and distinct from depreciation charges, and operating
expenses will not clearly show actual results. Unquestion-
ably the first method proposed is more scientific than the sec-
ond or third, but the two latter will be found easier to work
out and apply. Either of the three suggested will accomplish
the same results, ascertaining what the "net income" is, ap-
plicable to "return on investment." The "measure of depre-
ciation to be provided for" is the vital question; the method
of its application, if sound and correct, is of secondary im-
portance.

The Milwaukee Electric Railway & Light Company has.
since January 1, 1S9S, down to the present date, followed the
third method suggested. John I. Beggs, president and general
manager of our company, is a pioneer in recognizing and pro-
viding for "depreciation." He not only had the wisdom and
foresight 10 years ago to recognize "depreciation." but the
courage of his convictions, in the administration of our prop-
erty, to carry out the policy of providing for it in our accounts
and finances.

Amortization.

In addition to providing for "depreciation," as previously
defined and treated, provision should be made for a shrinkage
in the value of the physical property, if, through necessity, it
is disposed of as junk or scrap, at the expiration of limited
term franchises. The amortization of capital liabilities, for
which there may be no tangible assets, should also be pro-
vided for, or sufficient "return on investment" be assured, to
justify capital assuming the risks attendant on the business.

"Depreciation" and "amortization" must be reckoned with
in determining the cost of furnishing electric current, together
with interest on investment, as well as the cost of generation
and regeneration, the cost of distribution, the general expenses
incident to the conduct of the business and taxes. Indeed, to
this cost should be added adequate charges to cover reserves
for unliquidated damage claims and provision for contingencies
before the true cost of electric current, delivered to the con-
sumer, can be fully and absolutely determined.

The subtraction of ordinary or current "operating ex-
penses" and "taxes" from "gross earnings" does not represent
' net earnings," available either for interest on bonds or divi-
dends on stock.

It is high time that the electric lighting interests of the
country awakened to the full realization of this fact.

MEETING OF THE INSTITUTE OF ELECTRICAL ENGI-
NEERS—CATENARY SECTIONALIZATION AND
SINGLE-PHASE RAILWAY MOTOR.

The report of the twenty-sixth annual convention of the
American Street and Interurban Railway Association is ready
for distribution from the office of Secretary Swenson. This
report comprises 408 pages, 6 by 9 inches, printed on heavy
paper. Its style follows that of former reports. An excellent
portrait engraving of President John I. Beggs appears as the
frontispiece. Included in the report are lists of present and
past officers of the association, registration at the Atlantic
City convention, addresses, annual reports and papers pre-
sented at the last meeting and also a list of the member
companies and associate members of the American associa-
tion. An important part of the annual volume is the summary
index of previous reports, which includes a carefully made
compilation of the papers read and discussed before earlier
meetings, exhibiting for each the year and the number of the
page on which the article appeared in the earlier volume.

The two hundred and twenty-fourth meeting of the Ameri-
can Institute of Electrical Engineers was held at the Engineer-
ing building. New York City, on January 10.

W. S. Murray, electrical engineer of the New York New
Haven & Hartford, read a paper on "The New Haven System
of Single-Phase Distribution with Special Reference to Sec-
tionalization." This paper will be found elsewhere. Preced-
ing the reading of the printed paper Mr. Murray stated that
it was his intention to deal with experience rather than with
theory. Referring to the electrical and mechanical specifica-
tions, he said that several snow, ice and wind storms and
combinations of these had demonstrated that the iron struc-
tures, messenger, trolley and feeder wires had been designed
with adequate factors of safety for weather conditions.

Mr. Murray stated that a discussion of double or single
catenary construction on main line electrification had been
intentionally omitted from his paper. A choice of one or the
other must be a compromise of a great many considerations,
the principal ones being the number of tracks to be electrified
and local conditions, but there had been conclusively demon-
strated to him the fact that either the trolley wire or the
trolley shoe must be flexible whether the construction be for
main or branch lines. In the single catenary construction a
flexible contact conductor is provided, whereas in the tri-
angular construction the contact conductor is rigid, requiring
a flexible shoe which is in a degree secured by the spring
pantagraph arrangement. Experience had shown the speaker
that the pantagraph collector must be supplemented by a light
but strong mechanism, which would insure flexible contact
between the shoe and trolley wire.

Single-Phase Railway Motor.

E. F. Alexanderson read a paper entitled "A Single-Phase
Railway Motor," an abstract of which appears elsewhere.

L. 15. Stillwell, consulting engineer, opened the general
discussion calling attention to the importance of the announce-
ment of a new motor and in particular a single-phase alternat-
ing-current motor, possessing apparently the feature of marked
originality and practical value in the elimination of the idle
resistance in the armature winding.

The Choice of Frequency.

Mr. Stillwell then reviewed briefly the discussion at the
two hundred and thirteenth meeting of the institute in con-
nection with the paper presented by H. S. Putnam and himself
on "The Substitution of the Electric Motor for the Steam
Locomotive" (Electric Railway Review, February 2, 1907,
pages 150 to 160) relative to the matter of frequency and to
his written conclusions at that time that the increase in cost
of power house equipment consequent upon a reduction in
frequency to 15 cycles is more than offset by the reduction in
the cost of electrical equipment of rolling stock. In this con-
nection he called attention to the fact that little was said in
Mr. Alexanderson's paper relative to the performance of the
new motor at frequencies lower than 25 cycles per second
beyond the statement that it "is equally well applicable to
15 or 25 cycles," and that "it can, therefore, be stated in
general that 25 cycles is entirely satisfactory for all geared
motor work; it is preferable in that the combination of motor
and transformer weighs less at 25 than at 15 cycles."

He said that it was obvious that commutation would be
improved at 15 cycles and that there was no reason to believe
why this improvement expressed in percentage should not
be as great in the .case of this motor as in that of the series-
compensated motor. He thought one of the principal ad-
vantages of the lower frequency had been entirely ignored.
The relative aggregate weight of motor and transformer un-

January IS. 1908.

ELECTRIC RAILWAY REVIEW

questionably was important and particularly so in multiple-
unit work, but much more important, at least in the field o£
heavy electric traction, was the power of the motor that could
be placed in a given space on a truck. The factor of cost,
Mr. Stillwell said, was also against the 25-cycle motor, and
as far as he was able to judge from the facts given the new
motor would gain as much in the ratio of output to weight
at a given speed by the reduction of frequency from 25 to L5
cycles, as would the series-compensated motor. He found
nothing in the paper to indicate that the motor was an excep-
tion to' the general rule that alternating-current motors
will gain approximately 30 per cent in torque and will also
gain materialy in sustained power by reduction of frequency
from 25 to 15 cycles per second.

Discussion by B. G. Lamme.

A discussion of Mr. Alexanderson's paper by B. G. Lamme
(Westinghouse Electric & Manufacturing Company) was read
by F. H. Shepard. The following is an abstract of Mr.
Lamme's discussion:

It is intimated that this motor accomplishes what the
series-compensated motor cannot do, and it appears to be that
successful commutation of alternating current has at last
been obtained.

I am free to state that I do not see that this motor does
or can accomplish more than has already been accomplished
successfully by a properly designed series-compensated motor.

Considering first the starting conditions and characteris-
tics, the general scheme of starting is based on the use of
a relatively weak field at start, the field induction being
increased, for the same torque, after sufficient speed has been
obtained to make the commutating poles effective. The object
•of this relatively weaker field at start is to lower the voltage
in the coils short-circuited by the brushes.

Referring to the commutating motor in general the author
admits that it is either necessary to keep below a critical
voltage or to use resistance leads. This is the parting of the
ways. Apparently the author does not believe that preventive
leads, or resistance leads as he calls them, permit sufficient
increase in the short-circuit voltage to represent any great
gain in the operation.

To take up the question of the currents flowing in the
armature windings of single-phase commutator motors, two
currents should be considered: First, the working current
which is fed into the brush and which passes in through the
commutator bars through the connections or leads into the
main armature winding. Second, a local or short-circuit cur-
rent which passes from the short-circuited coil out through
the lead, or connection to one commutator bar, then through
the brush to the adjacent bar and back through the lead to
the coil. This local current is dependent upon the voltage
generated in the short-circuited coil and upon the resistance
in the closed circuit. If the local current could be limited to
values approximately the same as the working current in the
coils, then it could be taken care of very readily by the ordi-
nary i-esistance of the brush, brush contact, etc., but, unfortu-
nately, a short-circuit voltage low enough to give this condi-
tion would give absurd proportions in the motor.

In order to obtain a reasonable capacity from these single-
phase motors it is necessary to work at an induction giving a
short-circuit voltage so high that this local current would
usually lie many times greater than the normal working cur-
rent in the coils. It is for this purpose of reducing this short-
circuit current to a more moderate value that preventive leads
are added. It has been assumed that the addition of these
leads means an increase in loss. However, as the purpose
of the leads is to actually reduce the excessive local current.
the result is a very considerable decrease in loss by the use
of the leads.

With the high normal induction per pole on the New
Haven motors, our tests have shown that it was utterly im-
practicable to start with normal induction in t